JP2009286247A - Control apparatus of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce gear shifting time when a gear stage two or more stages apart from a present gear stage is selected in a multi-mode type hybrid vehicle. <P>SOLUTION: A control apparatus of the hybrid vehicle includes an internal combustion engine and a motor generator, realizes three or more gear stages by switching between engagement and release of two or more engagement elements, and switches the gear stage by simultaneously engaging two or more engagement elements. When the gear stage two or more stages apart from the present gear stage is selected, a gear shift control means directly sets a gear stage two or more stages apart after performing control so as not to transmit power to the output shaft and controlling the rotation speed of the motor generator. That is, a desired gear stage is directly set after releasing two or more engagement elements to be a neutral sate. The time from the start of the gear shift to the completion of the gear shift can be reduced. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle.

  In addition to the internal combustion engine, a hybrid vehicle including a power source such as an electric motor or a motor generator is known. In a hybrid vehicle, an internal combustion engine is operated in a highly efficient state as much as possible, while excess or deficiency of driving force or engine brake is compensated by an electric motor or a motor generator.

  As an example of such a hybrid vehicle, for example, Patent Document 1 describes a drive device for a so-called multi-mode type hybrid vehicle that includes a fixed transmission having three or more shift stages.

JP 2007-290677 A

  However, in the case of a multi-mode type hybrid vehicle as described in Patent Document 1 described above, when shifting to a shift stage that is two or more away from the current shift stage, it takes time from the start of the shift to the completion of the shift. There was a possibility that it would take. This is because the shift is performed through the fixed shift mode.

  The present invention has been made in order to solve the above-described problems, and in a multi-mode type hybrid vehicle, when shifting to a shift stage two or more away from the current shift stage, the shift time It is an object of the present invention to provide a control device for a hybrid vehicle that can shorten the time.

  In one aspect of the present invention, an internal combustion engine, a motor generator, and two or more engagement elements that engage and disengage, and the engagement and disengagement of the two or more engagement elements. The control device for a hybrid vehicle that realizes three or more shift speeds by switching the gears and switches the shift speeds by simultaneously engaging the two or more engagement elements is more effective than the current shift speed. When shifting to two or more shift stages, control is performed so that power is not transmitted to the output shaft, and the number of revolutions is controlled for the motor generator, and then the two or more shifts from the current shift stage Shift control means for executing shift control for directly switching to the shift stage is provided.

  The control device for a hybrid vehicle is preferably used for a hybrid vehicle having an internal combustion engine and a motor generator. The hybrid vehicle control device realizes three or more shift stages by switching between engagement and disengagement in at least two or more engagement elements, and basically, the control apparatus for realizing each shift stage. After the state where two or more engagement elements are simultaneously engaged, the gear position is switched stepwise. In this case, the shift control means performs a control for not transmitting power to the output shaft and a rotational speed control for the motor generator when shifting to a shift stage that is two or more away from the current shift stage. To directly shift to a shift stage two or more away from the current shift stage. That is, the shift control means performs the control to release the two or more engagement elements to the neutral state when there is a shift request to a shift stage that is two or more away from the current shift stage. Then, the control to switch to the requested shift stage at once is performed, that is, the shift to the requested shift stage is performed without going through the intermediate shift stage. Thereby, the time from the start of shifting to the completion of shifting can be effectively shortened.

  In another aspect of the hybrid vehicle control device, the shift control means performs a kickdown determination based on a driver's accelerator operation, and executes the shift control when the kickdown determination is satisfied. As a result, the shift time can be shortened, and the acceleration request from the driver can be appropriately satisfied.

  In a preferred embodiment, the motor generator includes first and second motor generators, a power distribution mechanism in which the internal combustion engine and the first and second motor generators are connected, and the first and second motor generators. A second motor generator and the output shaft connected to each other, and a transmission having the two or more engaging elements.

  The control device for a hybrid vehicle of the present invention is suitably used for a hybrid vehicle having an internal combustion engine and a motor generator. The control device for a hybrid vehicle realizes three or more shift stages by switching between engagement and disengagement in at least two or more engagement elements. Basically, the two or more engagement elements are simultaneously operated. The gears are switched by engaging. In this case, the shift control means performs a control for not transmitting power to the output shaft and a rotational speed control for the motor generator when shifting to a shift stage that is two or more away from the current shift stage. To directly shift to a shift stage two or more away from the current shift stage. That is, the shift control means performs the control to release the two or more engagement elements to the neutral state when there is a shift request to a shift stage that is two or more away from the current shift stage. Then, control is performed to switch to the requested shift stage at once. Thereby, the time from the start of shifting to the completion of shifting can be effectively shortened.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Device configuration]
FIG. 1 shows a schematic configuration of a hybrid vehicle to which the hybrid vehicle control device of the present invention is applied. The example of FIG. 1 is a hybrid vehicle called a mechanical distribution type two-motor type, which mainly includes an engine (internal combustion engine) 10, a first motor generator MG1, a second motor generator MG2, a power distribution mechanism 30, A transmission 41 is provided. Hereinafter, when the first motor generator MG1 and the second motor generator MG2 are used without being distinguished from each other, they are also expressed as “motor generators MG1, MG2”.

  The engine 10, the first motor generator MG <b> 1, and the second motor generator MG <b> 2 are connected to the power distribution mechanism 30. The engine 10 is a heat engine that generates power by burning fuel, and examples thereof include a diesel engine and a gasoline engine. The first motor generator MG1 and the second motor generator MG2 function as generators when receiving torque from the engine 10 and rotate, and reaction force torque accompanying power generation acts. On the other hand, when the first motor generator MG1 and the second motor generator MG2 assist driving force (hereinafter also referred to as “driving torque”), the first motor generator MG1 and the second motor generator MG2 receive power supply and function as electric motors. Is transmitted to the drive shaft (output shaft) 70 via the transmission 41.

  The power distribution mechanism 30 includes a so-called double pinion planetary gear mechanism. Specifically, the power distribution mechanism 30 includes a sun gear S1, a ring gear R1, a second pinion gear CP12 meshed with the sun gear S1, a first pinion gear CP11 meshed with the second pinion gear CP12 and the ring gear R1, and a first gear. A carrier C1 that supports the first pinion gear CP11 and the second pinion gear CP12 so as to be capable of rotating and revolving.

  The engine 10 is connected to the ring gear R1, and the output of the engine 10 is transmitted to the ring gear R1. The second motor generator MG2 is connected to the first pinion gear CP11 and the second pinion gear CP12 via the carrier C1, and the first pinion gear CP11 and the second pinion gear CP12 are connected to the input shaft 37. That is, the second motor generator MG2 is also coupled to the input shaft 37. The first motor generator MG1 is connected to the input shaft 36. The input shafts 36 and 37 are connected to the transmission 41.

  The transmission 41 is connected to the input shafts 36 and 37 and the drive shaft 70. That is, the transmission 41 is connected to the first motor generator MG1 via the input shaft 36 and is connected to the second motor generator MG2 via the input shaft 37. The transmission 41 includes clutches Ct1 and Ct2 and planetary gear mechanisms YP2 and YP3. Specifically, the clutch Ct1 and the input shaft 37 are connected to the planetary gear mechanism YP2, and the clutch Ct2 and the input shaft 36 are connected to the planetary gear mechanism YP3. The drive shaft 70 is connected to both the planetary gear mechanisms YP2 and YP3.

  The planetary gear mechanism YP2 includes a ring gear R2, a sun gear S2, and a pinion gear CP2 meshed with the ring gear R2 and the sun gear S2. The sun gear S2 is connected to the input shaft 37. On the other hand, the planetary gear mechanism YP3 includes a ring gear R3, a sun gear S3, and a pinion gear CP3 meshed with the ring gear R3 and the sun gear S3. The sun gear S3 is connected to the input shaft 36. A common carrier C23 is coupled to the pinion gears CP2 and CP3. The carrier C23 is connected to the drive shaft 70.

  The clutch Ct1 includes hubs Ctha, Cthb, Cthc, and a sleeve Ct1s. The clutch Ct2 includes hubs Cthc, Cthd, Cthe, and a sleeve Ct2s. The hubs Ctha to Cthe are provided side by side, and the hubs Ctha and Cthe are fixed to, for example, a case. The hub Cthb is connected to the ring gear R2 of the planetary gear mechanism YP2, and the hub Cthd is connected to the ring gear R3 of the planetary gear mechanism YP3. The hub Cthc is directly connected to the carrier C23. The clutches Ct1 and Ct2 are constituted by dog clutches, for example, and correspond to the engagement elements in the present invention. The transmission 41 switches the gear position from the first speed to the fourth speed by controlling the clutches Ct1 and Ct2. In FIG. 1, numerals 1 and 3 indicate the position of the sleeve Ct1s when the first and third gears are realized, and numerals 2 and 4 indicate when the second and fourth gears are realized. The position of the sleeve Ct2s is shown.

  In the transmission 41, when the clutch Ct1 is engaged and the clutch Ct2 is released, the input shaft 37 and the drive shaft 70 are connected, and the output of the second motor generator MG2 is the drive shaft. The gear position to be transmitted to 70. The shift stage at this time is a first-speed shift stage or a third-speed shift stage. Specifically, the first gear is realized by engaging the sleeve Ct1s with both the hubs Ctha and Cthb. On the other hand, when the sleeve Ct1s is engaged with both the hubs Cthb and Cthc, a third gear is realized.

  In the following, the sleeve Ct1s and the hubs Ctha and Cthb are referred to as “first speed clutch” for convenience of explanation, and the state in which the sleeve Ct1s is engaged with both the hubs Ctha and Cthb is referred to as “the first speed clutch is engaged. The state where the sleeve Ct1s is not engaged with both the hubs Ctha and Cthb is expressed as “the state where the first-speed clutch is released”. Further, the sleeve Ct1s and the hubs Cthb and Cthc are referred to as “third speed clutch” for convenience of explanation, and the state in which the sleeve Ct1s is engaged with both the hubs Cthb and Cthc is referred to as “the third speed clutch is engaged. The state where the sleeve Ct1s is not engaged with both the hubs Cthb and Cthc is expressed as a “state where the third gear clutch is released”.

  Further, in the transmission device 41, when the clutch Ct2 is engaged and the clutch Ct1 is released, the input shaft 36 and the drive shaft 70 are connected, and the output of the first motor generator MG1 is output. This is the gear stage transmitted to the drive shaft 70. The gear position at this time is a second gear or a fourth gear. Specifically, the second speed is realized by engaging the sleeve Ct2s with both the hub Cthd and the hub Cthe. On the other hand, the fourth speed is realized by engaging the sleeve Ct2s with both the hub Cthc and the hub Cthd.

  In the following description, the sleeve Ct2s and the hubs Cthd and Cthe are referred to as “second speed clutch” for convenience of description, and the state in which the sleeve Ct2s is engaged with both the hubs Cthd and Cthe is referred to as “the second speed clutch is engaged. A state in which the sleeve Ct2s is not engaged with both the hubs Cthd and Cthe is expressed as a “state in which the second speed clutch is released”. Further, the sleeve Ct2s and the hubs Cthc and Cthd are referred to as “four-speed clutch” for convenience of explanation, and the state where the sleeve Ct2s is engaged with both the hubs Cthc and Cthd is referred to as “the four-speed clutch is engaged. The state where the sleeve Ct2s is not engaged with both the hubs Cthc and Cthd is expressed as the “state where the 4-speed clutch is released”.

  The ECU (Electronic Control Unit) 50 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like (not shown) and performs various controls. Specifically, the ECU 50 transmits and receives control signals Sig1 to Sig3 between the engine 10, the first motor generator MG1 and the second motor generator MG2, thereby controlling them and sending the control signal Sig5 to the clutch Ct1. Is transmitted to control the clutch Ct1, and the clutch Ct2 is controlled by transmitting a control signal Sig6 to the clutch Ct2. More specifically, the ECU 50 determines whether or not there is a shift request based on the required driving force or the vehicle speed, and controls the engagement / release of the clutches Ct1 and Ct2 when it is determined that there is a shift request. (In other words, the engagement / release of the 1st to 4th clutches is controlled) and the rotational speed of the motor generators MG1 and MG2 is controlled to execute the shift control for switching the 1st to 4th gears. Thus, the ECU 50 functions as a shift control means in the present invention.

[Shift control method]
Hereinafter, the shift control method according to the present embodiment will be described in detail.

  First, an outline of the shift control method according to the present embodiment will be briefly described. In the present embodiment, the ECU 50 supplies power to the drive shaft 70 when there is a shift request to a shift stage that is two or more away from the current shift stage (hereinafter referred to as a “jump step shift request”). The shift control is performed such that the control to turn off the transmission and the rotation speed control for the motor generators MG1 and MG2 are performed, and then the current shift stage is directly switched to a shift stage two or more away. That is, when there is a jump gear shift request (for example, a gear shift request from the 3rd speed to the 1st speed), the ECU 50 performs control to temporarily release all of the 1st to 4th speed clutches to the neutral state, and After performing the rotational speed control of the motor generator MG1 or MG2 to which the reaction torque of 10 acts, the control to switch to the requested shift stage at a stretch is performed, that is, the requested shift stage is switched without going through the intermediate shift stage. By performing such shift control, it is possible to shorten the time from the start of shift to completion of shift when shifting to a shift stage that is two or more away from the current shift stage. Hereinafter, the above-described shift control is referred to as “second shift control”.

  Here, referring to FIG. 2, for comparison with the above-described second shift control, shift control that is normally performed when a jump gear shift request is made (hereinafter referred to as “first shift control”). explain. In the first speed change control, when there is a jump speed change request, two speeds of the 1st to 4th speed clutches are simultaneously engaged (simultaneously engaged), and the speed is gradually changed step by step. Is different from the second shift control described above in that it switches to the requested shift stage. Note that FIG. 2 shows an example in which the speed is changed from the third speed to the first speed.

  FIG. 2 shows, in order from the top, engagement / release of the first speed clutch, engagement / release of the second speed clutch, engagement / release of the third speed clutch, engine speed, and driving force. Moreover, time is shown on the horizontal axis. In this case, the shift start is determined at time t11. At the start of this shift, the third gear is set, that is, only the third gear clutch is engaged. From the time t11 to the time t12 after the start of the shift, the rotational speed control is performed on the first motor generator MG1 to which the reaction torque of the engine 10 acts at the third speed to engage the second speed clutch. Is called. Specifically, in order to engage the second speed clutch, the rotation speed control of the first motor generator MG1 is performed so that the rotation speed in the second speed clutch becomes approximately zero, that is, rotation synchronization control is performed. . As a result of such control, the engine speed increases from time t11 to an engine speed N1 (represented by a one-dot chain line) at the time of simultaneous engagement of the second speed clutch and the third speed clutch. The engine speed N1 is determined by the vehicle speed.

  Next, at time t12, the second speed clutch is engaged. Thereafter, from time t12 to time t13, the second speed clutch and the third speed clutch are simultaneously engaged. During this period, control for switching the roles of the first motor generator MG1 and the second motor generator MG2 is performed. Specifically, the first motor generator MG1 is switched from the role of receiving the reaction torque of the engine 10 to the role of outputting power to the drive shaft 70, and the second motor generator MG2 is changed to the drive shaft 70. The role of outputting power is switched to the role of receiving the reaction torque of the engine 10. Thereafter, at the time t13, the third speed clutch is released. Therefore, the second speed is set from time t13.

  Next, from time t14 to time t15, in order to engage the first speed clutch, the rotation speed control is performed on the second motor generator MG2 to which the reaction torque of the engine 10 acts at the second speed. . Specifically, in order to engage the first speed clutch, the rotation speed control of the second motor generator MG2 is performed so that the rotation speed in the first speed clutch becomes approximately 0, that is, rotation synchronization control is performed. . It should be noted that the engine speed increases up to the engine speed N2 (represented by a one-dot chain line) at the time of simultaneous engagement of the first speed clutch and the second speed clutch after time t13. This engine speed N2 is determined by the vehicle speed.

  Next, at time t15, the first speed clutch is engaged. Thereafter, from time t15 to time t16, the first speed clutch and the second speed clutch are simultaneously engaged. During this period, control for switching the roles of the first motor generator MG1 and the second motor generator MG2 is performed. That is, the first motor generator MG1 is switched from the role of outputting power to the drive shaft 70 to the role of receiving the reaction force torque of the engine 10, and the reaction force torque of the engine 10 is changed for the second motor generator MG2. The role of receiving is switched to the role of outputting power to the drive shaft 70. Thereafter, the second speed clutch is released at time t16, and the shift is completed. That is, after time t16, the first gear is set.

  According to the first shift control as described above, when there is a jump gear shift request, the generation of a step in the driving force is suppressed (see driving force in FIG. 2), but two more than the current gear step. It is possible to perform a shift to a gear position distant from the above. That is, according to the first shift control, the driving force can be continuously output. However, in such first shift control, it is necessary to step on many sequential steps such as rotation synchronization control and simultaneous engagement, and it can be said that it tends to take time from the start of shift to the completion of shift. For this reason, for example, when there is a driver's intention to kick down (that is, when the acceleration request from the driver is large), the speed change cannot be performed quickly, and the acceleration request from the driver may not be properly satisfied. It can be said that there is sex.

  Therefore, in this embodiment, when there is a jump speed change request, the second speed change control is performed in which all of the 1st to 4th speed clutches are once released to be in the neutral state and then switched to the required speed change speed. More specifically, the ECU 50 performs a kickdown determination based on the driver's accelerator operation when there is a jump gear shift request, and when the kickdown determination is satisfied (that is, when the driver's acceleration request is large). ), Such second shift control is executed. As a result, the time from the start of shifting to the completion of shifting can be shortened, and the acceleration request from the driver can be appropriately satisfied. On the other hand, if the kickdown determination is not satisfied even when there is a jump gear shift request (that is, when the driver's acceleration request is not large), the ECU 50 performs the first shift control without executing the second shift control. Execute. In this case, since it can be said that the acceleration request from the driver is not so large, the first shift control is executed with priority given to suppressing the generation of a step in the driving force at the time of shifting. The determination as to whether or not the kick down determination is satisfied is made based on a contact switch (so-called kick down switch) attached to the accelerator pedal, an accelerator opening speed, or the like.

  Here, with reference to FIG. 3, the second shift control according to the present embodiment will be specifically described. Note that FIG. 3 shows an example in which the speed is changed from the third speed to the first speed. Specifically, a case where there is a jump speed change request from the 3rd speed to the 1st speed when the 3rd speed is set, and the case where the kick down determination is established is taken as an example.

  FIG. 3 shows, in order from the top, the engagement / release of the first speed clutch, the engagement / release of the second speed clutch, the engagement / release of the third speed clutch, the engine speed, and the driving force. Moreover, time is shown on the horizontal axis. In this case, the shift start is determined at time t21. At this time t21, the third speed clutch is released. Accordingly, a state in which all of the first to fourth speed clutches are released, that is, a neutral state in which power is not transmitted to the drive shaft 70 is obtained. Therefore, as shown in FIG. 3, the driving force is substantially zero after time t21. Further, the engine speed is substantially constant.

  Thereafter, in order to engage the first speed clutch from time t21 to time t22, the rotation speed control of the second motor generator MG2 is performed so that the rotation speed of the first speed clutch becomes approximately zero, that is, rotation. Synchronous control is performed. More specifically, when the ECU 50 is set to the first gear (that is, when the rotation speed of the first-speed clutch becomes approximately zero), the ECU 50 automatically determines the rotation speed based on the rotation speed of the drive shaft 70. The rotation speed of the second motor generator MG2 is controlled. It should be noted that such a rotational speed control can be performed on the assumption that the rotational speed of the drive shaft 70 hardly changes during the shift control. Thereafter, at time t22, the first speed clutch is engaged, and the shift to the first speed is completed. Then, after the first speed clutch is engaged, the engine speed greatly increases and the driving force greatly increases.

  The shift time in the second shift control (time from time t21 to time t22) is shorter than the shift time in the first shift control (time from time t11 to time t16). That is, according to the second shift control, the time from the start of the shift to the completion of the shift can be shortened compared to the first shift control. Therefore, it is possible to appropriately satisfy the acceleration request from the driver.

  Next, with reference to FIG. 4, a specific example of a method for determining the above-described jump speed change request will be described. FIG. 4 shows the vehicle speed on the horizontal axis and the driving force on the vertical axis. The broken line A1 shows an example of the maximum driving force that can be realized at the first gear, the alternate long and short dash line A2 shows an example of the maximum driving force that can be realized at the second gear, and the solid line A3 shows the third gear. An example of the maximum driving force that can be realized in stages is shown.

  Based on the relationship between the currently set shift stage and the requested shift stage obtained from the driver's accelerator operation, the ECU 50 requests a jump stage shift to a shift stage that is two or more away from the current shift stage. It is determined whether or not there is. That is, the ECU 50 determines that there is a jump speed change request when the difference between the currently set speed and the required speed is two or more in terms of the number of speeds. If the difference between the currently set shift speed and the requested shift speed is not two or more in terms of the number of speeds, it is determined that there is no jump speed change request. For example, the ECU 50 skips when the current shift speed is set to the 3rd speed (see B1) and the requested shift speed obtained from the driver's accelerator operation or the like is the 1st speed (see B2). It is determined that there is a step shift request.

[Shift control process]
Next, the shift control process according to the present embodiment will be described with reference to FIG. FIG. 5 is a flowchart showing the shift control process according to the present embodiment. This process is repeatedly executed by the ECU 50.

  First, in step S101, the ECU 50 determines whether or not there is a jump speed change request. Specifically, as described with reference to FIG. 4, the ECU 50 determines the current shift speed based on the relationship between the currently set shift speed and the requested shift speed obtained from the driver's accelerator operation or the like. It is determined whether or not there is a shift request to a shift stage that is two or more away. If there is a jump gear shift request (step S101; Yes), the process proceeds to step S102. In this case, either the first shift control or the second shift control is executed in the subsequent processing. On the other hand, when there is no jump speed change request (step S101; No), the process exits the flow. In this case, the first shift control and the second shift control are not executed.

  In step S102, the ECU 50 determines whether or not a kick down determination is established. Specifically, the ECU 50 performs the determination based on an output from a contact switch (kick down switch) attached to the accelerator pedal, an accelerator opening speed obtained from an accelerator opening sensor, or the like. That is, the ECU 50 determines that the kick-down determination is established when a signal from the contact switch is input or when the accelerator opening speed is equal to or higher than a predetermined value.

  When the kickdown determination is established (step S102; Yes), the process proceeds to step S103. In this case, since the acceleration request from the driver is large, the ECU 50 executes the second shift control in order to give priority to shortening the shift time rather than suppressing the generation of the step of the driving force ( Step S103). In other words, the ECU 50 performs control for once releasing all of the first to fourth speed clutches to be in the neutral state, and performing the rotational speed control of the motor generator MG1 or MG2 to which the reaction torque of the engine 10 acts, Shift control is performed to switch to the requested shift stage at once. In other words, the shift to the required shift stage is performed without going through the intermediate shift stage. When the above process ends, the process exits the flow.

  On the other hand, when the kick down determination is not established (step S102; No), the process proceeds to step S104. In this case, since the acceleration request from the driver is not so large, in order to give priority to suppressing the generation of the step of the driving force at the time of shifting rather than shortening the shifting time, the ECU 50 performs the first shifting. Control is executed (step S104). That is, the ECU 50 executes shift control for switching to the requested shift stage by switching the shift stage step by step through the state where two clutches of the first to fourth clutches are simultaneously engaged. When the above process ends, the process exits the flow.

  According to such a shift control process, it is possible to shorten the time from the start of the shift to the completion of the shift when there is a jump shift request and the kick-down determination is established. Therefore, it is possible to appropriately satisfy the acceleration request from the driver.

[Modification]
In the above, the example in which the shift control according to the present invention (specifically, the second shift control) is performed when a jump gear shift request from the third speed to the first speed has been shown. This can be executed when there is a shift request to a shift stage that is two or more away from the first shift stage, and is not limited to the application when there is a jump shift request from the third speed to the first speed. For example, in the hybrid vehicle as shown in FIG. 1, even when there is a jump speed change request from the 4th speed to the 2nd speed, or when there is a jump speed change request from the 4th speed to the 1st speed, The shift control can be executed in the same manner. Further, in a hybrid vehicle having five or more shift speeds, the shift control according to the present invention can be similarly executed even when there is a jump speed shift request other than this.

  Further, in the above description, the clutches Ct1 and Ct2 (first speed to fourth speed clutch) are configured as dog clutches, but the present invention is not limited to this. The clutches Ct1 and Ct2 may be constituted by, for example, a wet clutch. When the clutches Ct1 and Ct2 are dog clutches, it can be said that the shift time tends to be long when the normal shift control (first shift control) is performed. Therefore, the second shift control according to the present invention is performed. Is desirable. That is, when the second shift control is performed on the hybrid vehicle having the clutches Ct1 and Ct2 constituted by dog clutches, it is considered that the shift time can be shortened more effectively. Moreover, although the example which comprises an engaging element with a clutch was shown above, you may comprise an engaging element with a brake instead.

  Furthermore, the present invention is not limited to application to a hybrid vehicle as shown in FIG. The present invention is also applicable to a hybrid vehicle as shown in FIG.

  FIG. 6 is a schematic diagram of a hybrid vehicle according to a modification. In FIG. 6, the same components as those shown in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted.

  The hybrid vehicle shown in FIG. 6 includes an engine 10, a first motor generator MG1, a second motor generator MG2, a power distribution mechanism 30, a clutch CL, and a transmission 410. Engine 10 is connected to ring gear R1 of power distribution mechanism 30, first motor generator MG1 is connected to sun gear S1 of power distribution mechanism 30 via clutch CL, and second motor generator MG2 is a carrier of power distribution mechanism 30. It is connected to C1. The transmission 410 is provided between the first motor generator and the power distribution mechanism 30 and is connected to the second motor generator MG2.

  The transmission 410 includes a first speed gear 510, a second speed gear 520, a third speed gear 530, and a fourth speed gear 540. The transmission 410 includes a clutch C4 and a clutch C5 as engagement elements. Clutch C4 includes a clutch plate 420 and a clutch plate connected to each of first speed gear 510 and third speed gear 530. Clutch C5 includes a clutch plate 430 and a clutch plate connected to each of second speed gear 520 and fourth speed gear 540. Here, the clutch plates 420 and 430 are connected to the drive shaft 70 and can stroke in the direction of the double-ended arrows. As the clutch plate 420 strokes, the first speed gear 510 or the third speed gear 530 and the drive shaft 70 are connected. As a result, clutch C4 is engaged and the output of second motor generator MG2 is transmitted to drive shaft 70 via first gear 510 or third gear 530. As the clutch plate 430 strokes, the second speed gear 520 or the fourth speed gear 540 and the drive shaft 70 are connected. As a result, the clutch C5 is engaged, and the output of the first motor generator MG1 is transmitted to the drive shaft 70 via the second speed gear 520 or the fourth speed gear 540. Therefore, the gears are switched by controlling the clutches C4 and C5. When the shift speed is switched, the transmission 410 basically goes through a shift speed where both the clutches C4 and C5 are in the synchronous engagement state, as in the above-described embodiment.

  Therefore, the present invention can be preferably applied to a hybrid vehicle according to such a modification. That is, when there is a jump gear shift request, the second gear shift control is performed in which the clutches C4 and C5 are once released to be in the neutral state and then switched to the requested gear stage at a stroke. This also effectively shortens the time from the start of shifting to the completion of shifting.

It is a mimetic diagram of a hybrid vehicle concerning this embodiment. It is a figure for demonstrating the 1st shift control concretely. It is a figure for demonstrating 2nd speed change control concretely. It is a figure for demonstrating specifically the method to determine a jump gear shift request | requirement. It is a flowchart which shows the shift control process which concerns on this embodiment. It is a schematic diagram of the hybrid vehicle which concerns on a modification.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 30 Power distribution mechanism 41 Transmission device 50 ECU
70 Drive shaft MG1 First motor generator MG2 Second motor generator Ct1, Ct2 Clutch

Claims (3)

An internal combustion engine, a motor generator, and two or more engagement elements that engage and disengage, and three or more by switching between engagement and disengagement in the two or more engagement elements A control device for a hybrid vehicle that realizes a shift speed and switches the shift speed by simultaneously engaging the two or more engaging elements,
When shifting to a shift stage that is two or more distances from the current shift stage, control is performed so that power is not transmitted to the output shaft, and rotational speed control for the motor generator is performed. A control apparatus for a hybrid vehicle, comprising shift control means for executing shift control for directly switching to the two or more shift stages.   The hybrid vehicle control device according to claim 1, wherein the shift control unit performs a kickdown determination based on a driver's accelerator operation, and executes the shift control when the kickdown determination is satisfied. The motor generator has first and second motor generators,
A power distribution mechanism in which the internal combustion engine and the first and second motor generators are coupled;
The hybrid vehicle control device according to claim 1, further comprising: a transmission including the first and second motor generators and the output shaft coupled to each other and the two or more engaging elements.

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