JP2000083303A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller which can suppress shocks, even in a torque phase in which the change of an engine torque is expressed easily as a change in the output torque of a torque transmission mechanism or in the slipping state of a lockup latch. SOLUTION: In the controller of a vehicle which has an engine, a motor- generator and a speed changer, an engine torque discriminating means (steps 3 and 5) which discriminates the change of an engine torque while the speed changer is in a torque phase and a 1st rotary machine control means (steps 7-10), which controls the motor-generator in accordance with the change of the engine torque, when the discrimination in the change of the engine torque is realized are provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rotating machine having at least one of a function of converting mechanical energy into electric energy and a function of converting electric energy into mechanical energy in a transmission path of a torque output from an engine. The present invention relates to a control device for a vehicle provided with.

[0002]

2. Description of the Related Art In a vehicle equipped with an engine,
The fuel is burned inside the engine to generate heat energy, and the heat energy is converted into mechanical energy (power) to drive the vehicle. The engine has a good combustion efficiency, and the operating range in which a high torque is obtained is limited to a relatively narrow range of rotation speed. Therefore, in a vehicle using an engine as a power source, an engine speed and an engine torque are changed according to running conditions by a transmission and transmitted to wheels.

By the way, in recent years, with the aim of saving fuel for driving the engine, reducing noise due to rotation of the engine, and reducing exhaust gas generated by fuel combustion,
Vehicles equipped with different types of power sources have been proposed.
An example of a control device applied to such a vehicle is described in JP-A-9-209790. In the control device for a vehicle described in this publication, an engine and a motor generator are arranged on the input side of a transmission. An electronic control unit for controlling the engine and the transmission is provided. An inverter and a battery are connected to the motor generator, and an electronic control unit is connected to the inverter and the battery.

In the vehicle control apparatus described in this publication, the operating states of the engine and the motor / generator depend on various conditions, such as the vehicle speed, the operating state of the accelerator pedal, the operating state of the brake, the charged amount of the battery, and the like. It is controlled based on. Specifically, it is possible to input the torque of the engine to the motor generator, drive the motor generator as a generator, and charge the battery with the generated electric energy. When the vehicle is decelerated, regenerative braking is performed by torque input from the wheels to the motor generator via the transmission. That is,
The braking energy is recovered by the motor generator, and the battery is charged with the electric energy generated by the motor generator. Further, it is possible to make the motor generator function as an electric motor and input the torque of the motor generator to the transmission.

As the above-mentioned transmission, a stepped automatic transmission having a plurality of friction engagement devices is exemplified. This automatic transmission automatically switches the engagement / disengagement state of the plurality of friction engagement devices based on the traveling state of the vehicle,
The speed ratio is controlled. Specifically, the driving condition of the vehicle is determined by the electronic control device, and a control signal based on the determination result is input to the hydraulic control device, and the hydraulic control device controls the hydraulic pressure acting on the friction engagement device. Is done.

[0006] To explain the state of the gear shift in detail, first, when the gear shift is started, the torque sharing relationship is switched by switching the friction engagement device, and the change of the output torque is started. This shift stage is called a torque phase. In this torque phase, no change occurs in the engine speed. The shift stage further progresses, the engine speed starts to change, and the shift stage until the shift is completed is called an inertia phase.

On the other hand, there is a case where a fluid torque transmission device is disposed between the engine and the transmission. This fluid torque transmission device includes a first rotating member connected to an output shaft of an engine, and a second rotating member connected to an input shaft of a transmission. Then, the torque of the first rotating member is transmitted to the second rotating member by the fluid. In this hydraulic torque transmission device, even when engine torque fluctuations (in other words, vibrations) occur, the torque fluctuations are transmitted to the transmission because the first rotating member and the second rotating member rotate relative to each other. There is a difficult advantage.

By the way, in the above-mentioned fluid type torque transmission device, since torque is transmitted by fluid,
There is a problem that power loss occurs due to relative rotation between the first rotating member and the second rotating member, and fuel efficiency is reduced. Therefore, a lock-up clutch capable of mechanically connecting the first rotating member and the second rotating member is employed. The engagement and disengagement of the lock-up clutch is controlled by a lock-up clutch control map using the vehicle speed and the accelerator opening as parameters. Control for slipping the lock-up clutch at a predetermined engagement pressure for the purpose of improving the power transmission efficiency in a low vehicle speed range or expanding the fuel cut region during deceleration to improve fuel efficiency is also performed. It is being done. Such a lock-up clutch control map is stored in the electronic control unit, and a control signal is output according to a change in the vehicle speed or the accelerator opening, and the hydraulic pressure acting on the lock-up clutch is controlled by the hydraulic control unit. Is done.

[0009]

However, it is not preferable that the input torque to the transmission changes during the shifting of the transmission. In particular, when the input torque to the transmission changes in the torque phase in which the torque sharing relationship switches, the change affects the switching timing of the friction engagement device, and the shift shock increases. In order to solve this problem, it is conceivable to continuously control the input torque to the transmission during the shift. However, this is unsuitable because another problem arises in that the amount of torque control performed for the correction after the shift ends increases.

On the other hand, if the engine torque fluctuates while the lock-up clutch is slipping, the slip amount fluctuates due to the engine torque fluctuation, and the torque output from the transmission fluctuates, causing a shock. There was a possibility.

In order to cope with such a shock, it is possible to control the hydraulic pressure acting on the friction engagement device or the lock-up clutch. However, in the case of hydraulic control, it is difficult to control instantaneously and finely in response to fluctuations in engine torque due to its responsiveness.
There was a possibility that a shock would occur due to the torque fluctuation of the output shaft.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described circumstances, and is intended to reduce the fluctuation of the output torque of the torque transmission mechanism even when the lock-up clutch of the hydraulic torque transmission device is slipping or the transmission is in a shifting state. It is an object of the present invention to provide a control device for a vehicle that can be suppressed.

[0013]

Means for Solving the Problems and Action Therefor To achieve the above object, an invention according to claim 1 comprises an engine,
A rotating machine having at least one of a function of converting mechanical energy into electrical energy or a function of converting electrical energy into mechanical energy, and a control device for a vehicle having a transmission as a torque transmission mechanism, have a function of reducing engine torque. An engine torque judging means for judging a change; and a torque phase during a shift of the transmission, the engine torque judging means responding to the change in the engine torque when the engine torque change judgment is satisfied. And a first rotating machine control means for controlling the function of the rotating machine.

According to the first aspect of the present invention, even when the engine torque changes during the torque phase of the transmission,
This variation in engine torque can be absorbed by the function of the rotating machine. The function of this rotating machine can be controlled by adjusting the current value. And when compared with the rotating machine and the hydraulic control device that controls the engagement pressure of the friction engagement device that sets the gear position of the transmission, the rotating machine has its function quickly by controlling the current value, and Excellent responsiveness because it can be easily controlled,
Detailed control can be performed instantaneously. Therefore, the fluctuation of the torque output from the torque transmission mechanism is reduced, and the shock can be suppressed.

According to a second aspect of the present invention, there is provided a rotating machine having at least one of an engine, a function of converting mechanical energy into electrical energy, and a function of converting electrical energy into mechanical energy, and a rotating mechanism serving as a torque transmitting mechanism. An engine torque determining means for determining a change in engine torque in a control device for a vehicle including a fluid torque transmission device having a lock-up clutch engaged to mechanically connect members to each other; When the clutch is in a slip state and the engine torque determining means determines that the engine torque has changed,
A second rotating machine control means for controlling the function of the rotating machine according to the change in the engine torque.

According to the second aspect of the present invention, even when the engine torque changes while the lock-up clutch is slipping, the change in the engine torque can be absorbed by the function of the rotating machine. When compared with the rotating machine and the hydraulic control device that controls the engagement pressure of the lock-up clutch, the rotating machine can control its function quickly and easily by controlling the current value. It has excellent responsiveness and can perform fine-grained control instantly. Therefore, the fluctuation of the torque output from the torque transmission mechanism is reduced, and the shock can be suppressed.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, a possibility judging means for judging whether or not the function of the rotating machine can be controlled, and the rotation judging means judging the possibility of controlling the function of the rotating machine. And a third rotating machine control means for controlling the rotating machine in accordance with a change in the engine torque when it is determined that the rotating machine can be controlled. .

According to the third aspect of the present invention, in addition to the operation of the first or second aspect, the rotating machine can be controlled according to the actual condition of the rotating machine.

According to a fourth aspect of the present invention, in addition to any one of the first to third aspects, it is determined whether or not the amount of change in engine torque determined by the engine torque determining means is equal to or greater than a predetermined value. Control means for controlling the rotating machine and the torque itself output from the engine when the engine torque change amount determining means determines that the engine torque change amount is equal to or more than a predetermined value. And a composite control means for performing the above control.

According to the fourth aspect of the present invention, in addition to the function of any one of the first to third aspects, when the fluctuation of the engine torque cannot be absorbed by the rotating machine, the torque output from the engine is used. By controlling itself, fluctuations in the torque output from the torque transmission mechanism can be suppressed more reliably.

[0021]

Next, the present invention will be described more specifically with reference to the drawings. FIG. 2 is a block diagram showing a system configuration of a hybrid vehicle to which the present invention is applied. As the engine 1 which is a power source of the vehicle, an internal combustion engine such as a gasoline engine, a diesel engine, an LPG engine, or a gas turbine engine is used. The engine 1 of this embodiment has a known structure including a fuel injection device, an intake / exhaust device, an ignition device, and the like.

An electronic throttle valve 1B is provided in an intake pipe of the engine 1, and the opening of the electronic throttle valve 1B is electrically controlled. A torque converter 2, a motor / generator 3, and a gear transmission mechanism 4 are arranged on one transmission path of the torque output from the engine 1. Specifically, a motor is connected between the engine 1 and the torque converter 2.
The generator 3 is arranged, and the torque converter 2 is connected to the input side of the gear transmission mechanism 4. In other words,
An engine 1, a motor / generator 3, a torque converter 2, and a gear transmission 4 are arranged in series. Further, another motor / generator 6 is connected to the other transmission path of the torque output from the engine 1 through the drive device 5.
Is arranged. As the motor generators 3, 6, for example, an AC synchronous type is applied.

First, the configuration of one of the torque transmission paths will be specifically described. FIG. 3 is a skeleton diagram showing a configuration of the torque converter 2 and the gear transmission mechanism 4. An automatic transmission fluid is sealed as working oil inside a casing containing the torque converter 2 and the gear transmission mechanism 4.

The torque converter 2 transmits the torque of the driving member to the driven member by fluid. The torque converter 2 has a front cover 8 integrated with a pump impeller 7, a hub 10 integrally mounted with a turbine runner 9, and a lock-up clutch 11. Then, the torque of the pump impeller 7 is transmitted to the turbine runner 9 by the fluid. The lock-up clutch 11 is for selectively engaging and releasing the front cover 8 and the hub 10. Note that it is also possible to perform slip control in which the lock-up clutch 11 slides at a predetermined engagement pressure.

The front cover 8 is connected to the crankshaft 12 of the engine 1. A rotor (not shown) of the motor generator 3 is connected to an outer periphery of the crankshaft 12. A stator 13 is provided on the inner peripheral side of the pump impeller 7 and the turbine runner 9. This stator 13 is for increasing the torque transmitted from the pump impeller 7 to the turbine runner 9. Further, an input shaft 14 is connected to the hub 10. Therefore, when torque is output from the crankshaft 12 of the engine 1, this torque is transmitted to the input shaft 14 via the torque converter 2 or the lock-up clutch 11. Further, control for inputting the torque of the engine 1 to the motor / generator 3 and control for transmitting the torque of the motor / generator 3 to the crankshaft 12 can be performed.

The gear transmission mechanism 4 comprises an auxiliary transmission section 15 and a main transmission section 16. The auxiliary transmission unit 15
An overdrive planetary gear mechanism 17 is provided, and an input shaft 14 is connected to a carrier 18 of the planetary gear mechanism 17. A multi-plate clutch C0 and a one-way clutch F0 are provided between the carrier 18 and the sun gear 19 constituting the planetary gear mechanism 17. The one-way clutch F0 is engaged when the sun gear 19 rotates forward relative to the carrier 18, that is, when the sun gear 19 rotates in the rotation direction of the input shaft 14. The ring gear 20, which is an output element of the sub transmission unit 15, is
Is connected to the intermediate shaft 21 which is an input element of. Also,
Multi-plate brake B0 for selectively stopping rotation of sun gear 19
Is provided.

Therefore, in the subtransmission portion 15, the entire planetary gear mechanism 17 rotates integrally with the multi-plate clutch C0 or the one-way clutch F0 in the engaged state. For this reason, the intermediate shaft 21 rotates at the same speed as the input shaft 14 and is in the low speed stage. Further, the brake B0 is engaged to
Is stopped, the ring gear 20 is rotated by the input shaft 14.
The rotation speed is increased with respect to the normal rotation, and a high speed stage is established.

On the other hand, the main transmission section 16 includes three sets of planetary gear mechanisms 22, 23, 24, and the rotating elements constituting the three sets of planetary gear mechanisms 22, 23, 24 are connected as follows. Have been. That is, the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23 are integrally connected to each other. Also, the ring gear 27 of the first planetary gear mechanism 22, the carrier 29 of the second planetary gear mechanism 23, and the carrier 31 of the third planetary gear mechanism 24
And are connected. Further, the output shaft 3 is attached to the carrier 31.
2 are connected. This output shaft 32 is connected to wheels 32A via a torque transmission device (not shown). Furthermore, the ring gear 33 of the second planetary gear mechanism 23 is
The third planetary gear mechanism 24 is connected to a sun gear 34.

In the gear train of the main transmission section 16, one reverse gear and four forward gears can be set. A friction engagement device for setting such a shift speed, that is, a clutch and a brake, is provided as follows. First, the clutch will be described. The ring gear 33 and the sun gear 34, the intermediate shaft 21
Between the first clutch C1 and the first clutch C1. Further, a second clutch C2 is provided between the sun gear 25 and the sun gear 26 connected to each other and the intermediate shaft 21.

Next, the brake will be described. The first brake B1 is a band brake, and is arranged so as to stop the rotation of the sun gear 25 of the first planetary gear mechanism 22 and the sun gear 26 of the second planetary gear mechanism 23. I have. Between the sun gears 25 and 26 and the casing 35, a first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series. The first one-way clutch F1 is engaged when the sun gears 25 and 26 rotate in the reverse direction, that is, when they rotate in the direction opposite to the rotation direction of the input shaft 14.

The carrier 3 of the first planetary gear mechanism 22
7 and the casing 35, a third disc, which is a multi-disc brake,
A brake B3 is provided. The third planetary gear mechanism 24 includes a ring gear 38, and the ring gear 38
As a brake for stopping the rotation of the vehicle, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are provided. The fourth brake B4 and the second one-way clutch F2 are arranged between the casing 35 and the ring gear 38 in parallel with each other. The second one-way clutch F2 is configured to be engaged when the ring gear 38 is about to rotate in the reverse direction. Further, an input speed sensor (turbine speed sensor) 4A for detecting the input speed of the gear transmission mechanism 4, an output speed sensor (vehicle speed sensor) 4B for detecting the speed of the output shaft 32 of the gear transmission mechanism 4, and Is provided.

In the gear transmission mechanism 4 configured as described above, the frictional engagement devices such as the clutches and brakes are engaged and released as shown in the operation chart of FIG. The first reverse speed can be set. In FIG. 4, the mark ○ indicates that the friction engagement device is engaged, the mark ◎ indicates that the friction engagement device is engaged during engine braking, and the mark △ indicates that the friction engagement device is engaged. It can be either release, in other words, that the engagement of the friction engagement device has nothing to do with the transmission of torque, and a blank indicates that the friction engagement device is released.

In this embodiment, the shift lever 4C
It is possible to set various shift lever positions as shown in FIG. That is, each of the P (parking) position, R (reverse) position, N (neutral) position, D (drive) position, 4 position, 3 position, 2 position, and L (low) position can be set. . Here, the D position, the 4 position, the 3 position, the 2 position, and the L position are forward positions. Then, in the state where the D position, the 4-position, the 3-position, and the 2-position are set, it is possible to shift between a plurality of shift speeds.
On the other hand, when the L position or the R position, which is the reverse position, is set, the gear is fixed to a single shift speed.

Further, by the hydraulic control device 39 shown in FIG. 2, setting or switching control of the gear stage in the gear transmission mechanism 4, engagement / disengagement and slip control of the lock-up clutch 11, control of the line pressure of the hydraulic circuit. The control of the engagement pressure of the friction engagement device is performed. The hydraulic control device 39 is electrically controlled, and includes first to third shift solenoid valves S1 to S3 for executing a shift of the gear transmission mechanism 4, and a second shift solenoid valve for controlling an engine braking state. And a four solenoid valve S4.

Further, the hydraulic control device 39 includes a linear solenoid valve SLT for controlling the line pressure of the hydraulic circuit.
And a linear solenoid valve SLN for controlling the accumulator back pressure at the time of shifting of the gear transmission mechanism 4.
And a linear solenoid valve SLU for controlling the engagement pressure of the lock-up clutch 11 and a predetermined friction engagement device.

FIG. 6 is a block diagram showing a control system of the motor generator 3. The motor generator 3 is connected to the input shaft 14, and has a regenerative function of converting mechanical energy into electric energy and a function of converting electric energy into mechanical energy. In other words, the motor generator 3
Can function as a generator or a motor.

That is, the motor generator 3 is configured to generate electric power by the torque input from the crankshaft 12 and to charge the battery 41 via the inverter 40 with the electric energy.
Further, the torque output from the motor / generator 3 can be transmitted to the crankshaft 12 to assist the torque output from the engine 1. Furthermore, a controller 42 is connected to the inverter 40 and the battery 41. The controller 42 has a function of detecting a current value supplied from the battery 41 to the motor generator 3 and a current value generated by the motor generator 3. The controller 42 has a function of controlling the rotation speed of the motor generator 3 and a state of charge (SOC) of the battery 41.
rge) and a function of detecting a failure state and temperature of the motor generator 3.

FIG. 7 is an explanatory diagram showing the configuration of the other torque transmission path of the engine 1. The driving device 5 is a reduction gear 4
The speed reducer 43 is connected to the engine 1 and the motor generator 6. Reduction gear 4
Reference numeral 3 includes a ring gear 44 and a sun gear 45 arranged concentrically, and a plurality of pinion gears 46 meshed with the ring gear 44 and the sun gear 45.
The plurality of pinion gears 46 are held by a carrier 47, and a rotating shaft 48 is connected to the carrier 47. A rotary shaft 49 is provided concentrically with the crankshaft 12 of the engine 1, and a clutch 50 for connecting / disconnecting the rotary shaft 12 and the crankshaft 12 is provided. Further, a chain 51 that transmits torque between the rotating shaft 49 and the rotating shaft 48 is provided. In addition, an auxiliary device 48B such as an air compressor is connected to the rotating shaft 48 via a chain 48A.

The motor / generator 6 has a rotating shaft 5
2 and the sun gear 45 is attached to the rotating shaft 52. Further, a brake 53 for stopping the rotation of the ring gear 44 is provided in the housing 53 of the driving device 5. Further, a one-way clutch 54 is arranged around the rotation shaft 52, and an inner ring of the one-way clutch 54 is connected to the rotation shaft 52, and an outer ring of the one-way clutch 54 is connected to the ring gear 44. The transmission or reduction of the torque between the engine 1 and the motor / generator 6 is performed by the speed reducer 43 having the above configuration. And
The one-way clutch 54 is configured to be engaged when torque output from the engine 1 is transmitted to the motor generator 6.

The motor generator 6 has a regenerative function of converting mechanical energy into electric energy and a power running function of converting electric energy into mechanical energy.
In other words, the motor generator 6 can function as a generator or a motor. Specifically, a function as a starter for starting the engine 1 and
It has both a function as a generator (alternator) and a function to drive the accessory 48B when the engine 1 is stopped.

When the motor generator 6 functions as a starter, the clutch 50 and the brake 53 are engaged, and the one-way clutch 54 is released.
When the motor generator 6 functions as an alternator, the clutch 50 and the one-way clutch 5
4 is engaged, and the brake 53 is released. Further, when the auxiliary machine 48B is driven by the motor generator 6, the brake 53 is engaged, and the clutch 50 and the one-way clutch 54 are released.

That is, the torque output from the engine 1 is input to the motor generator 6 to generate electric power, and the electric energy can be charged to the battery 56 via the inverter 55. Further, the torque output from motor generator 6 can be transmitted to engine 1 or accessory 48B. Further, a controller 57 is provided in the inverter 55 and the battery 56.
Is connected. The controller 57 controls a current value supplied from the battery 56 to the motor generator 6,
Alternatively, it has a function of detecting or controlling a current value generated by the motor generator 6. The controller 57 has a function of controlling the rotation speed of the motor generator 6 and a state of charge (SOC: state) of the battery 56.
of charge) is detected and controlled.

FIG. 8 is a block diagram showing a control circuit of the system shown in FIG. 2, FIG. 6, and FIG. The electronic control unit (ECU) 58 includes a central processing unit (CP)
U) and storage devices (RAM, ROM) and input
It is composed of a microcomputer mainly having an output interface.

The electronic control unit 58 includes a signal of an engine speed sensor 59, a signal of an engine water temperature sensor 60,
Signal of ignition switch 61, batteries 41, 5
6, a signal from the controllers 42 and 57 indicating the state of charge of the motor 6 and the current values of the motor generators 3 and 6, a signal from the air conditioner switch 62, a signal from the vehicle speed sensor 4B, and an oil temperature sensor 63 for detecting the temperature of the automatic transmission fluid. , A signal of a shift position sensor 64 for detecting the operation position of the shift lever 4C, a signal of a parking brake switch 65 for detecting the driver's intention to stop, and a signal of a foot brake switch 66 for detecting the driver's intention to decelerate or brake. A signal, a signal of a catalyst temperature sensor 67 provided in the middle of an exhaust pipe (not shown), and an accelerator opening sensor 68 indicating an amount of depression of an accelerator pedal 1A.
, A signal from a throttle opening sensor 69 indicating the opening of the electronic throttle valve 1B of the engine 1, a signal from the turbine speed sensor 4A, resolvers 70 and 71 for detecting the rotation speed and rotation angle of the motor generators 3 and 6. Is input.

From the electronic control unit 58, the engine 1
For controlling the ignition device 72 of the engine 1, a signal for controlling the fuel injection device 73 of the engine 1, a signal for controlling the controllers 42 and 57, a signal for controlling the clutch 50 and the brake 53 of the drive device 5, and controlling the hydraulic control device 39 , A control signal to an indicator 74 indicating start / stop of the engine 1, a control signal of an actuator 75 for controlling the opening of the electronic throttle valve 1B, and the like. In this way, based on various signals input to the electronic control unit 58, the operation of the engine 1 and the motor
The operations of the generators 3 and 6 and the operation of the gear transmission mechanism 4 are controlled. Specifically, the start / stop or output of the engine 1 is controlled by the shift position sensor 64.
, The signal of the ignition switch 61, the signal of the accelerator opening sensor 68, the signal indicating the amount of charge of the battery 41 by the motor generators 3, 6, and the like.

Here, the details of control of the gear transmission mechanism 4, the hydraulic control device 39, and the lock-up clutch 11 by the electronic control device 58 will be described. The electronic control unit 58 stores a shift diagram (shift map) for controlling the gear ratio of the gear transmission mechanism 4. In this shift diagram, shift points for shifting (upshifting or downshifting) from a predetermined shift speed to another shift speed are set using the running state of the vehicle, for example, the accelerator opening and the vehicle speed as parameters. I have.

A shift determination is made based on the shift diagram. If the shift determination is made, a control signal is output from the electronic control unit 58 and the control signal is input to the hydraulic control unit 39. . As a result, the predetermined solenoid valve operates, the hydraulic pressure acting on the predetermined friction engagement device changes, and the engagement / disengagement of the friction engagement device is performed, and the speed change is performed. Here, the engine torque is mapped using the throttle opening and the engine speed as parameters, and the map is stored in the electronic control unit 58. Then, the engagement and engagement of the friction engagement device for performing the shift
The release timing and the hydraulic pressure acting on the friction engagement device are controlled based on the engine torque. Thus, the gear transmission mechanism 4 and the hydraulic control device 39 constitute a so-called stepped automatic transmission.

The lock-up clutch 11 is controlled based on conditions such as an accelerator opening, a vehicle speed, and a gear position. For this reason, a lock-up clutch control map for controlling the operation of the lock-up clutch 11 is stored in the electronic control unit 58. In the lock-up clutch control map, a region for engaging or disengaging the lock-up clutch 11 or a region for slip control (intermediate state) is set using the accelerator opening and the vehicle speed as parameters. The shift lever 4C is set to the D position or the 4 position, and the gear transmission mechanism 4
When the predetermined high-speed stage is set, the control for engaging or slipping the lock-up clutch 11 is performed. Further, when the gear shift mechanism 4 shifts while the lock-up clutch 11 is engaged, control for releasing the lock-up clutch 11 during the shift is also performed.

The control contents of the hybrid vehicle will be briefly described. When the ignition switch 61 is operated to the start position, the torque of the motor generator 6 is transmitted to the engine 1 via the drive device 5, and the engine 1 is started. Then, the engine water temperature becomes equal to or higher than a predetermined value,
When the driving of the auxiliary device 48B is unnecessary and the charging of the batteries 41 and 56 is unnecessary, the engine 1 is automatically stopped after a predetermined time.

When the accelerator pedal 1A is depressed, the torque of the motor generator 3 is transmitted to the gear transmission mechanism 4 via the torque converter 2, and the vehicle starts. In areas where engine efficiency is low, such as when the vehicle starts and when the vehicle is running at low speed, fuel injection is not performed,
The vehicle runs only by the output of the motor generator 3. During normal traveling, the engine 1 is automatically started, and the vehicle travels based on the engine output. During high load traveling, the output of the engine 1 and the motor / generator 3
It is possible for the vehicle to travel by the output of the vehicle.

The power required for running the vehicle is calculated based on the accelerator opening and the vehicle speed. Then, the engine speed is calculated based on the optimal fuel consumption line stored in the electronic control unit 58 in advance. Further, while controlling the opening of the electronic throttle valve 1B, the number of revolutions of the motor / generator 3 is obtained based on the speed ratio of the gear transmission mechanism 4, and the engine speed is controlled. At the same time, the torque shared by the motor generator 3 for the required driving force is calculated.

When the vehicle decelerates or brakes, the wheels 32
The torque input from A is transmitted to the crankshaft 12 via the gear transmission mechanism 4 and the torque converter 2. Then, this torque causes the motor / generator 3
Functions as a generator, and charges the battery 41 with the collected electric energy. The batteries 41 and 56 are controlled so that the charged amount is within a predetermined range. When the charged amount is reduced, the engine output is increased, and a part of the battery output is reduced to the motor generator 3 or the motor generator 3. 6 to generate electricity. When the vehicle stops, the engine 1 is automatically stopped.

In addition, during running of the hybrid vehicle,
When a change in engine torque occurs during gear shifting of the gear transmission mechanism 4 or during slip control of the lock-up clutch 11, the torque of the motor generator 3 is controlled according to the change in engine torque.

Here, the correspondence between the configuration of this embodiment and the configuration of the present invention will be described. Lock-up clutch 1
1 corresponds to the fluid torque transmission device of the present invention, and the gear transmission mechanism 4 corresponds to the transmission of the present invention. Further, the motor generator 3 corresponds to the rotating machine of the present invention.

Next, control contents of the hybrid vehicle having the above-described hardware configuration will be described with reference to the flowchart of FIG. First, various detection signals are input to the electronic control device 58, and the electronic control device 58 processes the input signals (step 1). And shift lever 4C
Is set to the forward position, that is, any of D position, 4 position, 3 position, 2 position, and L position (step 2).

If a negative determination is made in step 2, the gear shift mechanism (automatic transmission) 4 is not shifted while the vehicle is running, and the slip control of the lock-up clutch 11 is not executed. Therefore, even when the engine torque changes, no shift shock or a shock due to a change in the slip amount of the lock-up clutch 11 occurs, and the process returns as it is.

If an affirmative determination is made in step 2, it is determined whether the gear shift stage of the gear transmission 4 is in the torque phase (step 3). That is, when the shift signal is output and the switching of the friction engagement device related to the shift is started,
The torque sharing relationship by the friction engagement device is switched, and the output torque starts to change. This shift stage is called a torque phase. In this torque phase, the engine speed does not change. Further, the speed change stage progresses, the engine speed starts to change, and the speed change stage until the speed change ends is called an inertia phase.

It is not preferable that the input torque to the gear transmission mechanism 4 changes while the gear transmission mechanism 4 is shifting gears. In particular, when the input torque to the gear transmission mechanism 4 changes in the torque phase in which the torque sharing relationship is switched, this affects the switching timing of the friction engagement device, and if this timing deviates, the shift shock increases. Note that the gear shift stage of the gear transmission mechanism 4 can be determined by a timer set according to the gear shift output.

If an affirmative determination is made in step 3, the process proceeds to step 5. On the other hand, if a negative determination is made in step 3, it is determined whether the lock-up clutch 11 is slipping (step 4). That is, when the engine torque fluctuates while the lock-up clutch 11 is slipping, the slip amount fluctuates due to the engine torque fluctuation, and the torque output from the gear transmission mechanism 4 fluctuates, causing a shock. there is a possibility. That is, while the lock-up clutch 11 is slipping, the torque fluctuation tends to appear in the torque change of the output shaft 32. Therefore,
If an affirmative determination is made in step 4, the process also proceeds to step 5.
If a negative determination is made in step 4, even if the engine torque fluctuates, this fluctuation in the input torque is absorbed by the torque transmission mechanism such as the torque converter 2 or the gear transmission mechanism 4, and the output torque is reduced. Since the fluctuation can be suppressed, the process returns as it is.

In step 5, it is determined based on the accelerator opening signal or the throttle opening signal whether or not there is a change in engine torque. If a negative determination is made in step 5, the input torque itself does not fluctuate. Therefore, changing the function of the motor generator 3 is prohibited (step 6), and the process returns. That is,
The motor generator 3 is prohibited from functioning as either a generator or an electric motor, and the amount of charge or discharge to the battery 41 does not change.

If the determination in step 5 is affirmative, it is determined whether or not the function of motor generator 3 can be controlled (step 7). In this embodiment, it is determined whether the charge amount of the battery 41 is equal to or less than the upper limit value A1 and equal to or greater than the lower limit value B1 in step 7.
Is used as a judgment standard. The upper limit A1 and the lower limit B1 are both stored in the electronic control unit 58. Step 7 is performed to determine whether the motor / generator 3 can function as an electric motor or a generator for the purpose of absorbing a change in engine torque. Therefore, the failure state of the motor / generator 3 or the inverter 40, the temperature of the motor / generator 3, and the like can be used as the criterion in step 7.

If the amount of charge of the battery 41 has a predetermined margin on either the charging side or the discharging side, an affirmative determination is made in step 7 and the variation range of the engine torque is equal to or larger than the reference value TA. It is determined whether or not (step 8). This reference value TA is stored in the electronic control unit 58 in advance. That is, even if it is possible to control the torque of the motor generator 3 to absorb the engine torque, it is determined whether or not all the changes in the engine torque can be absorbed by controlling the torque of the motor generator 3. Is determined, and based on the result of the determination, step 8 is performed in order to make the control content different.

If a negative determination is made in step 8, all changes in the engine torque can be absorbed by controlling the torque of the motor generator 3. Therefore,
The battery 41 is charged or discharged under the control of the motor generator 3 (step 9), and the process returns.

More specifically, when the engine torque increases, a part of the engine torque is input to the motor / generator 3 so as to function as a generator and charge the battery 41, thereby controlling the torque converter 2 or By suppressing the torque fluctuation before the torque is input to the gear transmission mechanism 4, the fluctuation of the torque output from the output shaft 32 is suppressed.

On the other hand, when the engine torque decreases, the battery 41 is controlled to be discharged, that is, the motor / generator 3 is made to function as an electric motor, and the torque is transmitted to the crankshaft 12 to assist the engine torque. Thus, by suppressing the torque fluctuation before the torque is input to the torque converter 2 or the gear transmission mechanism 4, the fluctuation of the torque output from the output shaft 32 can be suppressed.

As described above, when the lock-up clutch 11 is under slip control or when the gear transmission mechanism 4 is in the torque phase, the output torque tends to fluctuate due to the fluctuation of the engine torque. By absorbing the torque fluctuation by the motor / generator 3, the shock can be reduced.
The function of the motor generator 3 can be controlled by adjusting the current value. Then, a comparison is made between the motor / generator 3 and the hydraulic control device 39 that controls the engagement pressure of various friction engagement devices that set the gear position of the gear transmission mechanism 4 or the engagement pressure of the lock-up clutch 11. The motor / generator 3 has excellent responsiveness because its function can be controlled quickly and easily by controlling the current value, and can perform fine control instantaneously.

In particular, when the determination in step 3 is affirmative and the routine proceeds to step 9, the change in the output torque of the output shaft 32 in the torque phase during gear shifting of the gear transmission mechanism 4 is suppressed,
Shift shock can be suppressed. Since this torque phase is a very short-time phenomenon in the shift stage, the motor
Even when the generator 3 functions as an electric motor, the voltage of the battery 41 is suppressed from falling below the predetermined value B1.

If the determination in step 8 is affirmative, it is difficult to absorb all the changes in the engine torque by controlling the torque of the motor generator 3.
Therefore, the control of the torque of the motor / generator 3 corresponding to the change of the engine torque and the electronic throttle valve 1
By controlling the opening degree of B and changing the torque itself output from the engine together, the change in the torque output from the output shaft 32 is suppressed (step 10),
Is returned. The control of the motor / generator 3 performed in step 10 is the same as the control performed in step 9.

Therefore, it is possible to reduce the shock caused by the fluctuation of the engine torque. Control of the torque of the motor / generator 3 and the electronic throttle valve 1
When compared with the control of B, the control of the torque of the motor / generator 3 has better responsiveness. For this reason, in the initial stage of the change of the engine torque, it is better to perform the torque control of the motor / generator 3 in advance.

By performing step 7 in FIG. 1, it is possible to determine whether or not control by the motor / generator 3 is possible according to the charge amount of the battery 41. Therefore, the motor generator 3
Can be controlled. Further, by performing the control of steps 8 to 10, based on the change amount (change width) of the engine torque, the independent control by the motor generator 3 or the combined control of the motor generator 3 and the electronic throttle valve 1B is selected. be able to. Therefore, it is possible to determine whether or not the variation of the engine torque can be absorbed by the function of the motor / generator 3, and it is possible to perform control in accordance with the variation of the engine torque, thereby further suppressing the shock. it can.

On the other hand, if a negative determination is made in step 7, neither charging nor discharging of the battery 41 can be performed. In other words, it is impossible to control the function of the motor generator 3. Therefore, by controlling the opening of the electronic throttle valve 1A, the torque output from the engine is fixed (step 11), and the routine returns.

Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described. That is, steps 3 and 5 correspond to the engine torque determining means of the present invention, and steps 7 and 10 correspond to the first rotating machine control means of the present invention. Step 7
Corresponds to the availability determination means of the present invention, and corresponds to steps 8 to 1
0 corresponds to the second rotating machine control means of the present invention. Steps 8 and 10 correspond to the third rotating machine control means of the present invention. Step 8 corresponds to the engine torque change amount determining means of the present invention, and step 10 corresponds to the composite control means of the present invention.

FIG. 9 is a time chart corresponding to the case where the determination in step 3 of FIG. 1 is affirmative and the control of steps 8 to 10 is performed thereafter. First, the case where the process proceeds from step 8 to step 9 will be described. The fifth speed is set by the gear transmission mechanism 4 and the lock-up clutch 1
1 is engaged (ON). Also, the engine speed N
E and the engine torque are controlled to be substantially constant, and the torque of the motor generator (MG) 3 is controlled to zero. That is, the motor generator 3 does not function as either a generator or a motor.

Then, at time t1, when a shift determination for downshifting from the fifth speed to the fourth speed is established based on the accelerator opening and the vehicle speed, at a subsequent time t2, the lock-up clutch corresponding to the shift during the shift is performed. Control for releasing the lock-up clutch 11 is started based on the control logic. Subsequently, the engine torque increases as indicated by the solid line in accordance with the increase in the accelerator opening. The increase in the engine torque is input to the motor / generator 3, and the motor / generator 3 functions as a generator, and generates regenerative torque (negative torque) as indicated by a solid line. Thereafter, the lock-up clutch 11 is completely released (OFF).

Further, at time t3, the shift output is made and the torque phase is started. As described above, in the torque phase, since the torque sharing relationship is switched, if the input torque to the transmission changes, this affects the switching timing of the friction engagement device, and the shift shock may increase. . However, after the time t2, the regenerative torque (negative) of the motor generator 3 is generated in response to the increase of the engine torque, so that the fluctuation of the engine torque is absorbed by the motor generator 3.

Thereafter, at time t4, the engine speed is increased by switching from the torque phase to the inertia phase. Also, in the inertia phase, the engine torque is increasing at a constant rate. However, in the inertia phase, the engine torque does not fluctuate. However, since the output torque does not change as much as in the torque phase, the motor torque increases.
Control for gradually returning the regenerative torque of the generator 3 to the zero side is performed. Then, after time t5, the engine torque becomes substantially constant.

Thereafter, the regenerative torque of the motor / generator 3 is controlled to zero, and at time t6, the rotational speed difference between the rotating members connected by the friction engagement device disappears.
In other words, the shift end determination is made when the engine speed is synchronized with the speed after the shift, and thereafter the engine speed becomes substantially constant.

Next, when proceeding from step 8 to step 10, the variation range of the engine torque indicated by the two-dot chain line is
It is larger than the change width of the engine torque shown by the solid line. Therefore, after the time t3, the electronic throttle valve 1B is controlled to control the engine torque. Also,
Since the change width of the engine torque is large, the regenerative torque of the motor / generator 3 indicated by the two-dot chain line also increases to the negative side with respect to the regenerative torque indicated by the solid line.

After time t3, the regenerative torque of the motor / generator 3 is controlled to be substantially constant in accordance with the suppression of the engine torque by the control of the electronic throttle valve 1B. Further, the engine torque increases after time t4, but since the time after time t4 is in the inertia phase, control for gradually returning the regenerative torque of the motor generator 3 to zero is performed. After time t5, the engine torque is controlled to be substantially constant.

Further, the time chart of FIG. 10 corresponds to the case where the control of steps 8 and 9 is performed after a positive determination is made in step 4. First, the slip control of the lock-up clutch 11 is performed based on the accelerator opening and the vehicle speed. Further, the engine torque is controlled to be substantially constant, and the torque of the motor generator 3 is controlled to zero.

When the accelerator pedal 1A is turned off at time t1, the engine torque starts to decrease gradually. Therefore, after time t1, the motor / generator 3 is caused to function as an electric motor, and the positive torque corresponding to the decrease in the engine torque is transmitted to the crankshaft 12. At time t2, control to release the lock-up clutch 11 based on the accelerator opening and the vehicle speed is started. Then, the decrease in the engine torque ends at time t3, and the engine torque after time t3 is controlled to be substantially constant. Therefore, after time t3, control is performed to gradually change the torque output from motor generator 3 to the zero side. Then, at time t4, the lock-up clutch 11 is completely released, and then at time t5, the torque of the motor generator 3 is controlled to zero.

It is also possible to omit step 4 in FIG. 1 and perform control to return directly if a positive determination is made in step 3. This control is also applicable to a vehicle in which the motor generator 3 is provided between the torque converter 2 and the gear transmission mechanism 4. Step 3 in FIG. 1 is omitted, and step 2
If the determination is affirmative, control to proceed to step 4 can be performed.

In the present invention, the fluid type torque transmitting device includes a fluid coupling having no torque amplifying action. Further, in the above-described embodiment, a vehicle having no starter motor has been described. However, the present invention can be applied to a vehicle having a starter motor. Then, for example, when the starter motor fails, the engine 1 may be started by the motor generator 6. Further, according to the present invention, it is possible to control the torque of the rotating machine when the engine torque changes during the upshift of the transmission.

[0084]

According to the first aspect of the present invention, even when the engine torque changes during the torque phase of the transmission, the fluctuation of the engine torque can be absorbed by the function of the rotating machine. . The function of this rotating machine can be controlled by adjusting the current value.
And when compared with a rotary machine and a hydraulic control device that controls the engagement pressure of a friction engagement device that sets the speed of the transmission,
The rotating machine has excellent responsiveness because its function can be controlled quickly and easily by controlling the current value, and can perform fine control instantaneously.
Therefore, the fluctuation of the torque output from the torque transmission mechanism is reduced, and the shock can be suppressed.

According to the second aspect of the present invention, even when the engine torque changes while the lock-up clutch is slipping, the fluctuation of the engine torque can be absorbed by the function of the rotating machine. When compared with the rotating machine and the hydraulic control device that controls the engagement pressure of the lock-up clutch, the rotating machine can control its function quickly and easily by controlling the current value. It has excellent responsiveness and can perform fine-grained control instantly. Therefore, the fluctuation of the torque output from the torque transmission mechanism is reduced, and the shock can be suppressed.

According to the third aspect of the present invention, in addition to the effects of the first and second aspects, the rotating machine can be controlled according to the actual condition of the rotating machine.

According to the fourth aspect of the invention, in addition to the effects of any one of the first to third aspects, when the fluctuation of the engine torque cannot be absorbed by the rotating machine, the torque output from the engine is By controlling itself, fluctuations in the torque output from the torque transmission mechanism can be suppressed more reliably.

[Brief description of the drawings]

FIG. 1 is a flowchart showing a control example of the present invention.

FIG. 2 is a block diagram showing a system configuration of a hybrid vehicle to which the present invention is applied.

FIG. 3 is a skeleton diagram showing a configuration of a gear transmission mechanism and a torque converter shown in FIG. 2;

FIG. 4 is a table showing an operation state of a friction engagement device for setting each shift speed in the gear transmission mechanism shown in FIG. 3;

FIG. 5 is an explanatory diagram showing a shift position of a shift lever that manually operates the gear transmission mechanism shown in FIG. 2;

FIG. 6 is a block diagram showing one of the motor generators shown in FIG. 2 and a control system of the motor generator.

FIG. 7 is a block diagram showing an arrangement relationship among an engine, a driving device, and a motor generator shown in FIG. 2;

FIG. 8 is a block diagram showing a control circuit of the hybrid vehicle shown in FIG.

FIG. 9 is a time chart showing an example of a change state of the system corresponding to the control example of FIG. 1;

FIG. 10 is a time chart showing another example of a change state of the system corresponding to the control example of FIG. 1;

[Explanation of symbols]

12 ... crankshaft, 14 ... input shaft, 32 ... output shaft, 3 ... motor generator, 4 ... gear transmission mechanism, 8 ... front cover, 10 ... hub, 7 ... pump impeller, 9 ... turbine runner, 11 ... lockup Clutch, 2 ... Torque converter, 41 ... Battery, 58 ... Electronic control device.

Continued on front page F-term (reference) 3G093 AA05 AA07 AA16 AB00 AB01 BA03 CB08 DA06 DB00 DB01 DB05 DB11 DB20 DB23 EA09 EB00 EB03 EC02 FA11 FB05 5H115 PG04 PI16 PI29 PO17 PU10 PU22 PU23 PV09 QI04 QN03 QN05 SE03 TE04 TE04 TO05 TO12

Claims (4)

[Claims] 1. A vehicle equipped with an engine, a rotating machine having at least one of a function of converting mechanical energy into electrical energy, and a function of converting electrical energy into mechanical energy, and a vehicle having a transmission as a torque transmission mechanism. An engine torque determining means for determining a change in engine torque; and a torque phase during shifting of the transmission, wherein the engine torque determining means determines a change in the engine torque. And a first rotating machine control means for controlling the function of the rotating machine according to the change in the engine torque. 2. A rotating machine having at least one of an engine, a function of converting mechanical energy into electrical energy, and a function of converting electrical energy into mechanical energy, and mechanically connecting rotating members as a torque transmission mechanism. A control device for a vehicle including a hydraulic torque transmission device having a lock-up clutch engaged to be connected to the engine, wherein an engine torque determining means for determining a change in engine torque; and And a second rotating machine control means for controlling the function of the rotating machine in accordance with the change in engine torque when the engine torque determination means determines a change in engine torque. A control device for a vehicle, comprising: And determining whether or not the function of the rotating machine can be controlled. If the determining unit determines that the rotating machine can be controlled, 3. A rotating machine control means for controlling the rotating machine according to a change in the engine torque.
3. The control device for a vehicle according to claim 1. 4. An engine torque change amount judging means for judging whether or not a change amount of the engine torque judged by the engine torque judgment means is equal to or more than a predetermined value. When the amount of change in torque is determined to be equal to or greater than a predetermined value, the control device further includes a combined control unit that controls the rotating machine and controls the torque itself output from the engine. The control device for a vehicle according to any one of claims 1 to 3.