JP2010260373A - Power transmission controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress degradation in drivability when a clutch mechanism is engaged, while a rotational speed difference is generated between an output shaft of an internal combustion engine and an input shaft of a transmission after the end of a shift operation, in a power transmission controller for a vehicle provided with the internal combustion engine and an electric motor as power sources. <P>SOLUTION: The power transmission controller includes: a switching mechanism selecting any of an"an In-engaged state" in which a power transmission system is formed between the transmission input shaft and an electric motor output shaft, an " Out-engaged state" in which a power transmission system is formed between a transmission output shaft and the electric motor output shaft, and "a neutral state" in which no power transmission system is formed between shafts. Electric motor side driving torque Tm is regulated in consideration of "inertia torque for rotation of the internal combustion output shaft" received by the transmission input shaft, in a period (t3-t4) of a semi-engaged state, when a clutch is moved to a completely engaged state through the semi-engaged state due to the rotational speed difference, when the clutch is engaged after the shift operation is finished. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power transmission control device for a vehicle, and particularly relates to one applied to a vehicle including an internal combustion engine and an electric motor as power sources.

  In recent years, so-called hybrid vehicles including an internal combustion engine and an electric motor (electric motor, motor generator) as power sources have been developed (see, for example, Patent Document 1). In a hybrid vehicle, an electric motor is used as a power source for generating a driving torque for driving the vehicle or as a power source for starting the internal combustion engine in cooperation with or independently of the internal combustion engine. In addition, the electric motor is used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electric energy supplied to and stored in the battery of the vehicle. By using the electric motor in this way, the overall energy efficiency (fuel consumption) of the entire vehicle can be improved.

JP 2000-224710 A

  By the way, in the hybrid vehicle, there are a case where a connection state (hereinafter referred to as “IN connection state”) in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission is adopted. A connection state (hereinafter referred to as an “OUT connection state”) is adopted in which a power transmission system is formed between the output shaft of the transmission and the output shaft of the transmission (accordingly, drive wheels) without passing through the transmission. And there are cases.

  In the IN connection state, the rotational speed of the output shaft of the electric motor with respect to the vehicle speed can be changed by changing the gear position of the transmission. Therefore, by adjusting the gear position of the transmission, the rotational speed of the output shaft of the motor is maintained within a range where energy conversion efficiency (more specifically, generation efficiency of drive torque, regenerative torque, etc.) is good. There is a merit that it is easy.

  On the other hand, in the OUT connection state, there is an advantage that power transmission loss can be reduced because the power transmission system does not involve a transmission having a complicated mechanism. Further, in a transmission (especially a transmission of a type that does not include a torque converter), normally, transmission of power from the input shaft to the output shaft of the transmission is temporarily performed during a gear shift operation (a gear shift operation). It is often blocked by As a result, a rapid change in acceleration in the vehicle longitudinal direction (so-called shift shock) is likely to occur. Even during such a shift operation, in the OUT connection state, the drive torque of the motor can be continuously output to the output shaft (and hence the drive wheel) of the transmission, and there is an advantage that shift shock can be reduced. . Hereinafter, this effect is referred to as “shift shock reduction effect in the OUT connection state”.

  In view of the above, the applicant of the present application, in Japanese Patent Application No. 2007-271556, refers to the connection state of the output shaft of the motor (hereinafter also simply referred to as “motor connection state”) as an IN connection state and an OUT connection state. A switchable switching mechanism has already been proposed. In this switching mechanism, a connection state in which a power transmission system is not formed between the output shaft of the motor and the input shaft of the transmission or between the output shaft of the motor and the output shaft of the transmission (hereinafter referred to as “non-connection state”). May also be selected.

  By the way, in the power transmission control device applied to the hybrid vehicle described above, between the output shaft of the internal combustion engine and the input shaft of the transmission, a joined state in which power is transmitted between both shafts, and a shut-off state in which power is not transmitted. Consider an adjustable clutch mechanism. In this device, the clutch mechanism is maintained in the disconnected state during the shift operation, and after the shift operation is completed, the clutch mechanism is switched to the engaged state.

  Here, when the clutch mechanism is switched to the engaged state in a state where there is a difference in rotational speed between the output shaft of the internal combustion engine and the input shaft of the transmission, the clutch mechanism shifts to the fully connected state through the semi-connected state. To do. Here, the semi-joined state refers to a state in which the rotational speed difference between the output shaft of the internal combustion engine and the input shaft of the transmission is generated, and the fully joined state refers to the joined state. In addition, the rotation speed of the output shaft of the internal combustion engine and the input shaft of the transmission coincide with each other.

  During the half-junction state, the rotational speed of the output shaft of the internal combustion engine changes as the output shaft of the internal combustion engine receives torque in a direction in which the rotational speed difference decreases. Due to the change in the rotational speed of the output shaft of the internal combustion engine, the input shaft of the transmission is not only the drive torque of the output shaft of the internal combustion engine, but also the inertia torque (hereinafter simply referred to as “ Also called “inertia torque”.

  Specifically, when the rotational speed of the output shaft of the internal combustion engine is greater than the rotational speed of the input shaft of the transmission, the rotational speed of the output shaft of the internal combustion engine receives the torque in the deceleration direction. Decrease. As a result, the input shaft of the transmission receives inertia torque in the acceleration direction in addition to the driving torque of the output shaft of the internal combustion engine via the clutch mechanism. Therefore, if the motor side driving torque is determined without considering the inertia torque during the semi-joined state, a problem may occur that a shock in the acceleration direction occurs in the vehicle and drivability deteriorates.

  Similarly, when the rotational speed of the output shaft of the internal combustion engine is smaller than the rotational speed of the input shaft of the transmission, the rotational speed of the output shaft of the internal combustion engine increases as the output shaft of the internal combustion engine receives torque in the acceleration direction. To do. As a result, the input shaft of the transmission receives inertia torque in the deceleration direction in addition to the driving torque of the output shaft of the internal combustion engine via the clutch mechanism. Therefore, if the motor side drive torque is determined without considering the inertia torque during the semi-joined state, a shock in the deceleration direction may occur in the vehicle, and the drivability may deteriorate.

  An object of the present invention is a vehicle power transmission control device applied to a vehicle having an internal combustion engine and an electric motor as a power source, and after an end of a shift operation, an output shaft of the internal combustion engine and an input shaft of the transmission An object of the present invention is to provide a device capable of suppressing deterioration in drivability when the clutch mechanism is switched to the engaged state in a state where a rotational speed difference is generated.

  A vehicle power transmission control device according to the present invention includes a transmission, a clutch mechanism, and a control means. Hereinafter, it will be described in order.

  The transmission includes an input shaft that forms a power transmission system with an output shaft of the internal combustion engine, and an output shaft that forms a power transmission system with drive wheels of the vehicle. The transmission is configured to be able to adjust the ratio of the rotational speed of the input shaft of the transmission to the rotational speed of the output shaft of the transmission (transmission reduction ratio). A power transmission system is formed between the input shaft of the transmission and the output shaft of the motor, or power is transmitted between the output shaft of the transmission and the output shaft of the motor without passing through the transmission. A system is formed. That is, either the IN connection state or the OUT connection state is achieved.

  Even if the transmission is a multi-stage transmission capable of setting a plurality of different predetermined reduction ratios as the transmission reduction ratio, the reduction ratio is continuously adjusted (steplessly) as the transmission reduction ratio. It may be a continuously variable transmission. The transmission includes a torque converter and a multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a speed change operation is automatically executed according to the running state of the vehicle. A multi-stage transmission (so-called manual transmission (MT)) that does not include a converter may be used. In the case of MT, even if the shift operation is executed by the driving force of the actuator based on the signal indicating the position of the shift lever operated by the driver, the traveling state of the vehicle regardless of the shift lever operation by the driver In response to this, a type (so-called automated manual transmission) in which the shift operation can be automatically executed by the driving force of the actuator may be employed.

  The clutch mechanism is interposed between an output shaft of the internal combustion engine and an input shaft of the transmission, and a joined state for transmitting power between the output shaft of the internal combustion engine and the input shaft of the transmission. , And can be adjusted to a cut-off state where power is not transmitted. Here, in the joined state, the above-described “semi-joined state” and “completely joined state” exist.

  The control means controls the internal combustion engine, the electric motor, the transmission, and the clutch mechanism based on the running state of the vehicle. Specifically, the control means controls the internal combustion engine and the electric motor, and transmits torque (internal combustion engine side drive torque) transmitted to the output shaft of the transmission based on the drive torque of the output shaft of the internal combustion engine. A torque (motor side drive torque) transmitted to the output shaft of the transmission is adjusted based on the drive torque of the output shaft of the motor. The control means performs a shift operation for controlling the transmission to change the transmission reduction ratio. The control means controls the clutch mechanism to maintain the clutch mechanism in the disengaged state during the shift operation, and switches the clutch mechanism to the engaged state after the end of the shift operation.

  The power transmission control device according to the present invention is characterized in that the control means includes the difference in rotational speed between the output shaft of the internal combustion engine and the input shaft of the transmission after the clutch mechanism is switched to the engaged state. When the clutch mechanism shifts from the semi-joined state to the fully-joined state, the output of the internal combustion engine due to the output shaft of the internal combustion engine receiving torque in the direction in which the rotational speed difference decreases during the half-joined state. The motor-side drive torque is adjusted in consideration of inertia torque relating to rotation of the output shaft of the internal combustion engine received by the input shaft of the transmission due to a change in the rotational speed of the shaft. .

  Here, in the period of the semi-junction state, as the inertia torque used for adjusting the electric motor side drive torque, the inertia moment related to the rotation of the output shaft of the internal combustion engine is changed to the angular acceleration ( The value obtained by multiplying the time differential value of the rotational speed) is used. “The moment of inertia related to the rotation of the output shaft of the internal combustion engine” means that all the members (pistons, camshafts, etc.) that are operated (moved or rotated) with the rotation of the output shaft of the internal combustion engine are considered. Moment of inertia (ratio of the magnitude of torque to the magnitude of angular acceleration when torque is applied to the output shaft of the internal combustion engine from the outside to generate angular acceleration of the output shaft).

  Specifically, when the rotational speed of the output shaft of the internal combustion engine is greater than the rotational speed of the input shaft of the transmission during the half-joined state (ie, the inertia torque in the acceleration direction of the input shaft of the transmission). The motor side drive torque is reduced by an amount corresponding to the inertia torque, and the rotational speed of the output shaft of the internal combustion engine is smaller than the rotational speed of the input shaft of the transmission (ie, When the input shaft of the transmission receives inertia torque in the deceleration direction), the motor-side drive torque is increased by an amount corresponding to the inertia torque.

  According to this, the inertia torque can be canceled by adjusting the motor side drive torque in consideration of the inertia torque in the half-joined period. As a result, the above-described vehicle shock caused by the inertia torque can be suppressed, and the drivability can be prevented from deteriorating.

  Hereinafter, the case where the shift operation is performed in the state where the OUT connection state is achieved will be described. In this case, the control means includes calculation means for calculating a drive torque (requested torque) required by the driver obtained based on an operation of the acceleration operation member by the driver of the vehicle, and the control means includes the During the shift operation, the motor side drive torque is adjusted to a value equal to the required torque, and the rotation speed of the output shaft of the internal combustion engine is set to the rotation speed of the input shaft of the transmission during the semi-joined state. Is greater than the required torque, the value obtained by multiplying (the value obtained by adding the inertia torque to the drive torque of the output shaft of the internal combustion engine) by the reduction gear reduction ratio is calculated. When the rotational speed of the output shaft of the internal combustion engine is smaller than the rotational speed of the input shaft of the transmission, the motor side drive torque is calculated from the required torque as “( It is preferably configured serial to adjust to a value obtained by subtracting the value "obtained by multiplying the reduction gear reduction ratio to a value) obtained by subtracting the inertia torque from the driving torque of the output shaft of the internal combustion engine.

  Here, the required torque is a torque about the output shaft of the transmission. Further, the control means normally (before starting the shift operation) determines whether the sum of the internal combustion engine side drive torque and the motor side drive torque (total torque) matches the required torque according to the running state of the vehicle. The side drive torque and the motor side drive torque are adjusted.

  According to the above configuration, the motor side drive torque is adjusted to a value equal to the required torque during the shift operation. Here, during the shifting operation, the internal combustion engine side driving torque is maintained at zero by maintaining the clutch mechanism in the disconnected state. Accordingly, it is possible to maintain a state in which the total torque (= motor side drive torque) matches the required torque. As a result, the “shifting shock reduction effect in the OUT connection state” described above is exhibited.

  In addition, when the driving torque of the output shaft of the internal combustion engine is increased during the semi-junction state after the shift operation is completed, the rotational speed of the output shaft of the internal combustion engine is larger than the rotational speed of the input shaft of the transmission. In the case of (small), the internal-combustion-engine-side drive torque is only “the value obtained by multiplying the inertia torque by the reduction gear reduction ratio” with respect to the “drive torque of the output shaft of the internal combustion engine multiplied by the reduction gear reduction ratio”. Transitions with large (small) values. This is adjusted so that the maximum value (clutch torque) of the torque that can be transmitted by the clutch mechanism is sufficiently large (at least larger than the sum of the drive torque and the inertia torque of the output shaft of the internal combustion engine). It is established on the assumption that

  Therefore, during the half-joined state after the end of the shift operation, the state where the total torque matches the required torque can be maintained by adjusting the motor side drive torque as described above. As a result, the occurrence of the above-described vehicle shock caused by the inertia torque can be reliably suppressed, and deterioration of drivability can be reliably suppressed.

  Here, the OUT connection state may be always achieved. Alternatively, when a switching mechanism that can switch the motor connection state to at least two states including the OUT connection state among the IN connection state, the OUT connection connected state, and the non-connection state is provided. The speed change operation may be performed in a state where the state is maintained in the OUT connection state.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle power transmission control device according to an embodiment of the present invention. It is the figure which showed 3 states which can be switched in the switching mechanism shown in FIG. 2 is a time chart showing an example of a shift operation and changes in various torques, rotation speeds, and the like when a shift condition is satisfied in the OUT connection state when the apparatus shown in FIG. 1 is applied.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle power transmission control device according to the present invention will be described with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a power transmission control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This vehicle is applied to a vehicle that includes a so-called automated manual transmission that uses a multi-stage transmission that includes an internal combustion engine and a motor generator as power sources and does not include a torque converter.

  This vehicle includes an engine (E / G) 10, a transmission (T / M) 20, a clutch (C / T) 30, a motor generator (M / G) 40, and a switching mechanism 50. . E / G10 is one of well-known internal combustion engines, for example, a gasoline engine that uses gasoline as fuel and a diesel engine that uses light oil as fuel. The output shaft A1 of E / G10 is connected to the input shaft A2 of T / M20 via C / T30.

  The T / M 20 is one of well-known multi-stage transmissions that do not include a torque converter having a plurality of (for example, five) forward gears, one reverse gear, and a neutral gear. Hereinafter, the forward gear and the reverse gear are referred to as “travel gear”. In the traveling gear stage, a power transmission system is formed between the input / output shafts A2 and A3 of the T / M 20. In the neutral stage, a power transmission system is not formed between the input / output shafts A2 and A3 of the T / M 20. In the travel gear stage, the T / M 20 can arbitrarily set a transmission reduction ratio Gtm, which is a ratio of the rotational speed of the input shaft A2 to the rotational speed of the output shaft A3, in any of a plurality of stages. In the T / M 20, the shift speed is switched only by controlling the T / M actuator 21.

  The C / T 30 has one of known configurations (for example, a configuration in which two clutch plates abut and separate by adjusting the clutch stroke), and the input shaft A1 of the E / G 10 and the input of the T / M 20 It can be adjusted to a shut-off state where power is not transmitted to the shaft A2 and a joined state where power is transmitted. Hereinafter, for convenience of explanation, a state in which the rotation of the output shaft A1 of the E / G 10 and the input shaft A2 of the T / M 20 coincide in the joined state is referred to as a “completely joined state”. This is called “semi-joined state”. In this vehicle, a clutch pedal is not provided. The state of C / T 30 is controlled by adjusting the clutch stroke by C / T actuator 31.

  The M / G 40 has one of known configurations (for example, an AC synchronous motor), and for example, a rotor (not shown) rotates integrally with the output shaft A4. The M / G 40 functions as both a power source and a generator.

  The switching mechanism 50 is a mechanism that switches the connection state of the output shaft A4 of the M / G 40. The switching mechanism 50 includes a connecting piece 51 that rotates integrally with the output shaft A4 of the M / G 40, a connecting piece 52 that rotates integrally with the gear g1, a connecting piece 53 that rotates integrally with the gear g3, a sleeve 54, and a switching actuator 55. With. The gear g1 is always in mesh with the gear g2 that rotates integrally with the input shaft A2 of the T / M 20, and the gear g3 is always meshed with the gear g4 that rotates integrally with the output shaft A3 of the T / M 20.

  The sleeve 54 is disposed so as to be coaxially movable in the axial direction of the output shaft A4 of the M / G 40, and its position in the axial direction is controlled by the switching actuator 55. The sleeve 54 can be splined to the connecting pieces 51, 52, 53.

  When the sleeve 54 is controlled to the IN connection position shown in FIG. 2A, the sleeve 54 is spline-fitted with the connecting pieces 51 and 52. Thereby, a power transmission system is formed between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g1 and g2. This state is called an “IN connection state”.

  In the IN connection state, the ratio of the rotational speed of the output shaft A4 of the M / G 40 to the rotational speed of the input shaft A2 of the T / M 20 is referred to as “first reduction ratio G1,” and the first reduction ratio G1 and the transmission reduction ratio Gtm. (G1 · Gtm) is referred to as “IN connection reduction ratio Gin”. In this example, since G1 = (number of teeth of g2) / (number of teeth of g1), Gin = (number of teeth of g2) / (number of teeth of g1) · Gtm. That is, Gin changes according to the change of the gear position of T / M20.

  When the sleeve 54 is controlled to the OUT connection position shown in FIG. 2B, the sleeve 54 is spline-fitted with the connecting pieces 51 and 53. Accordingly, a power transmission system is formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40 via the gears g3 and g4 without using the T / M 20. This state is called “OUT connection state”.

  In the OUT connection state, the ratio of the rotation speed of the output shaft A4 of the M / G 40 to the rotation speed of the output shaft A3 of the T / M 20 is referred to as “OUT connection reduction ratio Gout”. In this example, Gout is constant at (number of teeth of g4) / (number of teeth of g3). That is, Gout does not change according to the change in the gear position of T / M20.

  Further, when the sleeve 54 is controlled to the non-connection position shown in FIG. 2C, the sleeve 54 is spline-fitted only with the connecting piece 51. Thereby, a power transmission system is not formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40, or between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40. This state is called “neutral state”.

  As described above, the switching mechanism 50 controls the switching actuator 55 (thereby controlling the position of the sleeve 54) to thereby connect the output shaft A4 of the M / G 40 (hereinafter also referred to as “M / G connection state”). .) Can be selectively switched to any one of “IN connection state”, “OUT connection state”, and “neutral state”.

  The output shaft A3 of the T / M 20 is connected to an operating mechanism D / F, and the operating mechanism D / F is connected to a pair of left and right drive wheels. Note that a so-called final reduction mechanism may be interposed between the output shaft A3 of the T / M 20 and the operation mechanism D / F.

  Further, the present apparatus includes a wheel speed sensor 61 that detects the wheel speed of the drive wheel, an accelerator opening sensor 62 that detects an operation amount of the accelerator pedal AP, a shift position sensor 63 that detects the position of the shift lever SF, A brake sensor 64 that detects whether or not the brake pedal BP is operated, a rotation speed sensor 65 that detects the rotation speed of the output shaft A1 of the E / G 10, and a rotation speed sensor that detects the rotation speed of the input shaft A2 of the T / M 20 66.

  Further, this apparatus includes an electronic control unit ECU 70. The ECU 70 controls the actuators 21, 31, 55 based on the information from the above-described sensors 61 to 66, other sensors, and the like, so that the T / M 20 shift stage, the C / T 30 state, And the state of the switching mechanism 50 is controlled. In addition, the ECU 70 controls each output (drive torque of the output shaft) of the E / G 10 and the M / G 40.

  The shift speed of T / M 20 is a required torque Tr (T / M 20 of T / M 20) calculated based on the vehicle speed V obtained from the wheel speed sensor 61 and the amount of operation of the accelerator pedal AP by the driver obtained from the accelerator opening sensor 62. Torque on the output shaft A3) and the position of the shift lever SF obtained from the shift position sensor 63. When the position of the shift lever SF is at a position corresponding to the “manual mode”, the gear position of the T / M 20 is set in principle to the gear position selected by the driver by operating the shift lever SF. On the other hand, when the position of the shift lever SF is at a position corresponding to the “automatic mode”, the shift speed of the T / M 20 is not operated based on the combination of the vehicle speed V and the required torque Tr. Automatically controlled. Hereinafter, the operation when the gear position of the T / M 20 is changed is referred to as “shift operation”. The start of the shift operation corresponds to the start of the movement of the member that moves in relation to the change of the gear position, and the end of the shift operation corresponds to the end of the movement of the member.

  The C / T 30 is normally maintained in a joined state (particularly, a completely joined state), and is maintained in a shut-off state, for example, during the shifting operation of the T / M 20 and when the shift lever SF is in the “neutral” position. Is done. Further, C / T 30 is a maximum value of torque that can be transmitted (hereinafter referred to as “clutch torque Tc”) according to the clutch stroke adjusted by the C / T actuator 31 in the engaged state (particularly in the semi-joined state). Can be adjusted).

  The clutch torque Tc can be adjusted more precisely than the drive torque (Te0) of the output shaft A1 of the E / G10. Therefore, by controlling the clutch torque Tc while maintaining the drive torque (Te0) of the output shaft A1 of the E / G10 larger than the clutch torque Tc, the T / M20 based on the torque of the output shaft A1 of the E / G10 The torque transmitted to the input shaft A2 (and therefore the output shaft A3) can be adjusted more precisely.

  The M / G 40 is used as a power source for generating a driving torque for driving the vehicle or as a power source for starting the E / G 10 in cooperation with or independently of the E / G 10. The M / G 40 is also used as a generator that generates regenerative torque that brakes the vehicle, or as a generator that generates electrical energy supplied and stored in a battery (not shown) of the vehicle.

  In the switching mechanism 50, the M / G connection state is switched as the sleeve 54 moves. Hereinafter, this movement of the sleeve 54 is referred to as “switching operation”. The start of the switching operation corresponds to the start of the movement of the sleeve 54, and the end of the switching operation corresponds to the end of the movement of the sleeve 54. The M / G connection state can be switched based on, for example, a combination of the vehicle speed V and the required torque Tr.

  Hereinafter, the drive torque of the output shaft A1 of the E / G 10 is referred to as “E / G torque Te0”, and the drive torque of the output shaft A4 of the M / G 40 is referred to as “M / G torque Tm0”. The rotational speed of the output shaft A1 of the E / G 10 is “E / G rotational speed Ne”, the rotational speed of the output shaft A4 of the M / G 40 is “M / G rotational speed Nm”, and the input shaft A2 of the T / M 20 The rotation speed is referred to as “T / M input rotation speed Ni”. Further, the torque transmitted to the output shaft A3 of the T / M 20 based on the E / G torque Te0 is referred to as “E / G side drive torque Te”, and is applied to the output shaft A3 of the T / M 20 based on the M / G torque Tm0. The transmitted torque is referred to as “M / G side driving torque Tm”.

  The E / G side drive torque Te is a value obtained by multiplying the E / G torque Te0 by the transmission speed reduction ratio Gtm (when C / T30 is in the fully connected state) (Te = Te0 · Gtm). The M / G side driving torque Tm is a value obtained by multiplying the M / G torque Tm0 by the IN connection reduction ratio Gin in the IN connection state (Tm = Tm0 · Gin), and in the OUT connection state, the M / G torque is OUT. It is a value obtained by multiplying the connection reduction ratio Gout (Tm = Tm0 · Gout). The M / G side driving torque Tm can be adjusted by adjusting the M / G torque Tm0, and the E / G side driving torque Te can be adjusted by adjusting the E / G torque Te0 or the clutch torque Tc (particularly in a semi-joined state). Can be adjusted. The sum of Tm and Te is referred to as “total torque Ts”. Hereinafter, regarding the “torque”, the torque value in the shaft acceleration direction (the direction in which the rotational speed increases, the vehicle acceleration direction) is positive, and the torque in the shaft deceleration direction (the direction in which the rotational speed decreases, the vehicle deceleration direction) The value is negative.

  In this apparatus, normally, according to one of known methods, the E / G torque Te0 and the M / G are set so that the sum of the E / G side drive torque Te and the M / G side drive torque Tm matches the required torque Tr. The distribution with the torque Tm0 is adjusted. Specifically, for example, Te and Tm are adjusted based on a steady map prepared in advance. The steady map is a steady conformity value of the E / G side driving torque and M which is adapted when the required torque Tr and the vehicle speed V (a combination thereof) and the required torque Tr and the vehicle speed V or the like are constant (in combination). / G is a map (table) that defines the relationship between the G-side drive torque and the steady matching value. This steady map is based on the viewpoint of optimizing the overall energy efficiency (fuel consumption) of the entire vehicle in a steady state where the required torque Tr and the vehicle speed V (combination) are maintained constant. It is obtained by repeatedly performing an experiment for adapting the drive torque Te and the M / G side drive torque Tm (determining a steady conformity value) while changing various combinations of the required torque Tr and the vehicle speed V.

  From this steady map and the current value of the required torque Tr and the current value of the vehicle speed V (that is, from the search result of the steady map), the current running state (that is, the current value of the required torque Tr and the current value of the vehicle speed V). E / G side driving torque corresponding to the steady-state value (E / G-side matching value) and M / G-side driving torque corresponding value (M / G-side matching value). The E / G side driving torque Te and the M / G side driving torque Tm are adjusted to coincide with the E / G side conforming value and the M / G side conforming value, respectively. As a result, the E / G side driving torque Te and the M / G side driving torque Tm are adjusted so as to achieve a desired purpose such as optimizing the overall energy efficiency (fuel consumption) of the vehicle as a whole. Adjustment and distribution are performed so that the torque Ts matches the required torque Tr.

(Execution of shifting operation with OUT connected)
Hereinafter, a case where a shift (change of the gear position, change of the transmission reduction ratio Gtm) is performed will be described. In this apparatus, when the shift condition is established in a connection state other than the OUT connection state (that is, the IN connection state or the neutral state), first, the switching mechanism 50 is controlled to change the M / G connection state to the OUT connection state. A switching operation for switching is performed. Next, after the switching operation is completed, a gear shift operation is performed in which the T / M 20 is controlled in the OUT connection state to change the transmission reduction gear ratio Gtm (speed stage). On the other hand, when the shift condition is established in the OUT connection state, the shift operation is performed by controlling the T / M 20 while maintaining the OUT connection state.

  Thus, in this device, the shifting operation is performed in the OUT connection state. Therefore, by generating the M / G side drive torque Tm (> 0) during the shift operation, the M / G torque Tm0 (> 0) is also converted into the output shaft A3 of the T / M 20 (and hence the drive wheel) even during the shift operation. ) Can be output continuously. Thereby, the “shift shock reduction effect in the OUT connection state” described above can be exhibited.

  Here, whether or not the shift condition is satisfied is determined based on, for example, a shift pattern (map) prepared in advance determined from the combination of the drive torque Tr and the vehicle speed V, or the M / G side drive torque Tm. Can be determined based on whether or not the E / G side drive torque Te exceeds a predetermined value, whether or not the E / G rotational speed Ne exceeds a predetermined value, and the like.

  In this device, C / T 30 is maintained in the cut-off state during the shift operation, and C / T 30 is switched to the joined state after the shift operation is completed. Here, when the C / T 30 is switched to the joined state in a state where the rotational speed difference between the E / G rotational speed Ne and the T / M input rotational speed Ni is generated, the period during which the C / T 30 is in the semi-joined state. Occurs. In this device, during the period of the semi-joined state, “inertia torque related to rotation of the output shaft A1 of the E / G 10” (hereinafter referred to as “inertia torque Tini”) received by the input shaft A2 of the T / M 20 is considered. Thus, the M / G side driving torque Tm is adjusted. This point will be described below with reference to the time chart shown in FIG.

(Adjustment of M / G side driving torque Tm during the semi-joined state after the shift operation)
FIG. 3 shows that the total torque Ts (= Te + Tm) when the M / G connection state is the OUT connection state, the C / T 30 is in the fully connected state, and the gear position of the T / M 20 is “second speed”. ) Is adjusted to the E / G side compatible value and the M / G side compatible value such that Te and Tm are matched with the required torque Tr, and the vehicle is running while the vehicle is traveling from “second speed” to “3” An example of the operation when the speed change condition to “speed” is satisfied is shown. In this example, it is assumed that the OUT connection reduction ratio Gout is equal to Gtm corresponding to “second gear”. Therefore, when the OUT connection state and the gear position of T / M 20 are “second speed”, the M / G rotational speed Nm matches the E / G rotational speed Ne (= T / M input rotational speed Ni).

  As shown in FIG. 3, when the speed change condition is satisfied (time t1), the E / G side driving torque Te is changed from the E / G side conforming value to zero while maintaining the state where the total torque Ts matches the required torque Tr. The M / G side driving torque Tm is increased from the M / G side conforming value toward the required torque Tr (time t1 to t2). Here, at time t1 to t2, the adjustment of Te may be achieved by decreasing Te0 while maintaining the state where the clutch torque Tc is larger than the E / G torque Te0 (therefore, the complete engagement state) ( Te = Te0 · Gtm), and may be achieved by decreasing Tc while maintaining the state where the E / G torque Te0 is larger than the clutch torque Tc (and thus the semi-joined state) (Te = Tc · Gtm).

  When Te reaches zero (and Tm reaches Tr) (time t2), the shift operation from “second speed” to “third speed” is started. This speed change operation ends at time t3. Accordingly, C / T 30 is maintained in the cut-off state and Te is maintained at zero during the shift operation (time t2 to t3). On the other hand, Tm is adjusted to coincide with the required torque Tr during the shift operation (time t2 to t3). Thereby, even during the shift operation (time t2 to t3), the total torque Ts is adjusted to coincide with the required torque Tr.

  During the shifting operation (time t2 to t3), the T / M input rotational speed Ni is from “a rotational speed corresponding to the vehicle speed” at “second speed” to “a rotational speed corresponding to the vehicle speed” at “third speed” ( (Forced) reduced. Further, during the shifting operation (time t2 to t3), the E / G rotational speed Ne decreases while the output shaft A1 of the E / G 10 rotates idly while the C / T 30 is maintained in the cut-off state. In this example, the E / G rotation speed Ne is maintained at a value higher than the “rotation speed corresponding to the vehicle speed” at the “third speed” even at the end of the speed change operation (time t3). That is, at the end of the speed change operation (time t3), a rotational speed difference (Ne> Ni) between the E / G rotational speed Ne and the T / M input rotational speed Ni is generated.

  When the shifting operation from “2nd speed” to “3rd speed” is completed (time t3), the E / G torque Te0 is increased, so that Te0 · Gtm is increased from zero toward the E / G side conforming value. (Time t3 to t5). In addition, at time t3, C / T 30 is switched to the joined state. That is, in this example, the C / T 30 is switched to the joined state in a state where a rotational speed difference (Ne> Ni) between the E / G rotational speed Ne and the T / M input rotational speed Ni is generated. Note that, after time t3, the clutch torque Tc is adjusted so as to change at a value larger than the sum (Te0 + Tini) of the E / G torque Te0 and an inertia torque Tini described later.

  In this case, after time t3, a period in which a difference between Ne and Ni is generated (see the hatched area in FIG. 3), that is, a period in which C / T 30 is in a semi-junction state occurs (time t3). ~ T4). After this semi-junction period, C / T 30 shifts to the complete junction state (after time t4). In addition, when C / T30 is switched to a joining state in a state where Ne and Ni coincide with each other, C / T30 immediately shifts to a complete joining state without passing through the period of the semi-joining state.

  In the half-joined period (time t3 to t4), the output shaft A1 of the E / G 10 receives torque in a direction in which the rotational speed difference decreases. In this example, since Ne is larger than Ni, the output shaft A1 of the E / G 10 receives torque in the deceleration direction. Due to this torque, the E / G rotational speed Ne decreases after time t3. Due to the decrease in the E / G rotational speed Ne, the input shaft A2 of the T / M 20 is not limited to the E / G torque Te0 but also the inertia related to the rotation of the output shaft A1 of the E / G 10 via the C / T 30. Torque (hereinafter simply referred to as “inertia torque Tini”) is received.

  This inertia torque changes at a value determined based on the following equation (1) during the half-joined period (time t3 to t4). Here, Ie is a moment of inertia related to the rotation of the output shaft A1 of the E / G10. Ie is the moment of inertia (the torque from the outside to the output shaft A1) when all the members (piston, camshaft, etc.) that are activated (moved or rotated) with the rotation of the output shaft A1 of the E / G10 are considered. Is the ratio of the magnitude of the torque to the magnitude of the angular acceleration when the angular acceleration of the output axis A1 occurs. The value of Ie can be acquired in advance through experiments or the like. The value (dNe / dt) is the angular acceleration of the output shaft A1 (time differential value of the E / G rotational speed Ne). The value (dNe / dt) can be calculated based on the detection result of the rotation speed sensor 65.

Tini = − (Ie · (dNe / dt)) (1)

  As described above, the acceleration direction (deceleration direction) is also positive (negative) for Tini. In this example, during the period of the semi-junction state (time t3 to t4), the value (dNe / dt) becomes negative because the E / G rotational speed Ne decreases, and the value of the inertia torque Tini is positive (in the acceleration direction). Torque). Accordingly, during the semi-junction period (time t3 to t4), the E / G side drive torque Te changes by (Tini · Gtm) larger than (Te0 · Gtm). That is, for the period of the semi-junction state (time t3 to t4), Te changes at a value determined based on the following equation (2).

Te = (Te0 + Tini) · Gtm (2)

  Therefore, in the period of the semi-junction state (time t3 to t4), M / M is set so that the total torque Ts matches the required torque Tr without considering the increase (Tini · Gtm) of (Te0 · Gtm) in Te. When the G-side drive torque Tm is determined (Tm = Tr− (Te0 · Gtm)), the total torque Ts becomes larger than the required torque Tr by this increase (Tini · Gtm). As a result, the vehicle accelerates. A direction shock occurs and drivability deteriorates.

  On the other hand, in this apparatus, this increase (Tini · Gtm) is taken into consideration, and Tm is adjusted to a value determined based on the following equation (3) during the semi-junction state (time t3 to t4). It will be done. That is, Tm changes with a value smaller by (Tini · Gtm) than (Tr− (Te0 · Gtm)). As a result, the increase (Tini · Gtm) is canceled out. As a result, the state where the total torque Ts matches the required torque Tr can be maintained during the semi-joined state (time t3 to t4). That is, the occurrence of a shock in the acceleration direction of the vehicle described above can be suppressed, and deterioration of drivability can be suppressed. In addition, it can be recognized from the comparison of the detection results of the rotational speed sensors 65 and 66 that the period is a semi-junction state (that is, a period in which the expression (3) is applied).

Tm = Tr− (Te0 + Tini) · Gtm (3)

  When C / T30 shifts from the semi-joined state to the fully joined state (time t4), thereafter, the input shaft A2 of T / M 20 receives only E / G torque Te0 via C / T30. Therefore, the E / G side drive torque Te changes at a value determined based on the following equation (4). Accordingly, the M / G side driving torque Tm is adjusted to a value determined based on the following equation (5). Thereby, the state in which the total torque Ts matches the required torque Tr is maintained after time t4.

Te = Te0 · Gtm (4)
Tm = Tr− (Te0 · Gtm) (5)

  When the E / G side drive torque Te reaches the E / G side compatible value (time t5), Te is adjusted so as to coincide with the E / G side compatible value, and Tm It is adjusted so as to match the M / G side conforming value. Therefore, the state where the total torque Ts matches the required torque Tr is maintained after time t5.

  As described above, the state where the total torque Ts matches the required torque Tr is maintained from time t1 to time t5. That is, the above-mentioned “shift shock reduction effect in the OUT connection state” is exhibited. In addition, the inertia torque Tini can be canceled by adjusting the M / G side drive torque Tm in consideration of the inertia torque Tini during the period of the semi-junction state (time t3 to t4). As a result, the occurrence of a vehicle shock due to the inertia torque Tini is suppressed, and deterioration of drivability can be suppressed.

  The present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention. For example, in the above embodiment (example shown in FIG. 3), the C / T 30 is switched to the joined state in a state where the E / G rotational speed Ne is higher than the T / M input rotational speed Ni (see time t3). On the other hand, when C / T30 is switched to the joined state in a state where Ne is smaller than Ni, output shaft A1 of E / G10 receives torque in the acceleration direction because Ne is smaller than Ni. Due to this torque, the E / G rotational speed Ne increases. As a result, during the semi-junction state, the value (dNe / dt) is positive, and the value of the inertia torque Tini is negative (torque in the deceleration direction).

  Accordingly, during the semi-junction state, the E / G side drive torque Te expressed by the above equation (2) changes by a value smaller than | Tini · Gtm | with respect to (Te0 · Gtm). Along with this, the M / G side driving torque Tm represented by the above equation (3) changes by a value larger by (Tini · Gtm |) than (Tr− (Te0 · Gtm)). As a result, the decrease | Tini · Gtm | is canceled. As a result, the state where the total torque Ts matches the required torque Tr can be maintained during the semi-joined state. That is, the occurrence of a shock in the deceleration direction of the vehicle due to the decrease | Tini · Gtm | is suppressed, and deterioration of drivability can be suppressed.

  In the above-described embodiment (example shown in FIG. 3), as the speed change operation, a speed change operation (shift up) in a direction in which the speed reducer speed reduction ratio Gtm decreases is performed. A shifting operation (shift down) in an increasing direction may be performed. When the C / T 30 is switched to the joined state in a state where Ne is larger than Ni without distinguishing between upshifting and downshifting, the M / G side driving torque Tm expressed by the above equation (3) is (Tr− (Te0 (Gtm)) is a value that is smaller than the increase in Te (Tini · Gtm) relative to Gtm)), and when C / T30 is switched to the junction state when Ne is smaller than Ni, it is expressed by the above equation (3). The M / G side driving torque Tm changes by a value larger by (Te− · Tt · Gtm |) than Te (Tr− (Te0 · Gtm)).

  Moreover, in the said embodiment, what can be switched to any of an IN connection state, an OUT connection state, and a neutral state is used as the switching mechanism 50. However, as the switching mechanism 50, an OUT connection state and a neutral state are used. A switchable switch may be used. Further, the switching mechanism 50 itself is omitted, and the OUT connection state (that is, a state where a power transmission system is formed between the output shaft A3 of the T / M 20 and the output shaft A4 of the M / G 40) is always achieved. May be.

  In the above embodiment (example shown in FIG. 3), the speed change operation is performed in the OUT connection state, but the speed change operation may be performed in the IN connection state. In this case, the total torque Ts = 0 (Tm = Te = 0) is maintained during the shift operation, and Tm and Te are increased so that the total torque Ts increases toward the required torque Tr after the end of the shift operation. Will be decided. Also in this case, when C / T30 is switched to the junction state in a state where Ne is larger than Ni without distinguishing between shift-up and shift-down, Tm is (Ts− (Te0 · Gtm) during the semi-junction state. ) Is adjusted so as to change by a small amount of increase in Te (Tini · Gtm), and when C / T30 is switched to the joined state in a state where Ne is smaller than Ni, in the period of the semi-joined state, Tm is adjusted so as to change at a value larger by a decrease amount of Te | Tini · Gtm | than (Ts− (Te0 · Gtm)).

  As described above, when the shift operation is performed in the IN connection state, a switching mechanism 50 that can be switched only to the IN connection state and the neutral state may be used. Further, the switching mechanism 50 itself is omitted, and an IN connection state (that is, a state where a power transmission system is formed between the input shaft A2 of the T / M 20 and the output shaft A4 of the M / G 40) is always achieved. May be.

  In addition, in the above-described embodiment, a so-called automated manual transmission using a multi-stage transmission that does not include a torque converter is used as the transmission, but the transmission includes a torque converter and the running state of the vehicle. A multi-stage transmission or a continuously variable transmission (so-called automatic transmission (AT)) in which a shift operation is automatically executed according to the above may be used.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 20 ... Transmission, 30 ... Clutch, 40 ... Motor generator, 50 ... Switching mechanism, 54 ... Sleeve, 61 ... Wheel speed sensor, 62 ... Accelerator opening sensor, 63 ... Shift position sensor, 64 ... Brake sensor , 65 ... rotational speed sensor, 66 ... rotational speed sensor, 70 ... ECU, AP ... accelerator pedal, BP ... accelerator pedal, SF ... shift lever

Claims (6)

A vehicle power transmission control device applied to a vehicle including an internal combustion engine and an electric motor as a power source,
An input shaft that forms a power transmission system with the output shaft of the internal combustion engine; and an output shaft that forms a power transmission system with the drive wheels of the vehicle, the rotational speed of the output shaft being A transmission capable of adjusting a transmission reduction ratio, which is a ratio of a rotational speed of the input shaft, wherein a power transmission system is formed between the input shaft of the transmission and the output shaft of the electric motor, or the speed change A transmission in which a power transmission system is formed between the output shaft of the machine and the output shaft of the electric motor without passing through the transmission;
A joint state that is interposed between the output shaft of the internal combustion engine and the input shaft of the transmission and transmits power between the output shaft of the internal combustion engine and the input shaft of the transmission, and transmits the power A clutch mechanism that can be adjusted to a shut-off state,
Control means for controlling the internal combustion engine, the electric motor, the transmission, and the clutch mechanism based on the running state of the vehicle;
With
The control means includes
Based on the internal-combustion-engine-side drive torque, which is the torque transmitted to the output shaft of the transmission based on the drive torque of the output shaft of the internal combustion engine by controlling the internal combustion engine and the electric motor, and the drive torque of the output shaft of the electric motor Adjusting the motor side drive torque, which is the torque transmitted to the output shaft of the transmission,
Performing a shift operation to change the transmission reduction ratio by controlling the transmission;
The clutch mechanism is controlled to maintain the clutch mechanism in the disengaged state during the shift operation, and is configured to switch the clutch mechanism to the engaged state after the end of the shift operation.
The control means includes
After the clutch mechanism is switched to the joined state, the output shaft of the internal combustion engine passes through a half-joined state in which the clutch mechanism has a rotational speed difference between the output shaft of the internal combustion engine and the input shaft of the transmission. And the input shaft of the transmission shift to a fully connected state in which the rotational speeds coincide with each other, the output shaft of the internal combustion engine reduces the rotational speed difference during the period when the clutch mechanism is in the semi-joined state. In consideration of the inertia torque related to the rotation of the output shaft of the internal combustion engine received by the input shaft of the transmission due to the change in the rotation speed of the output shaft of the internal combustion engine due to the torque in the direction of A vehicle power transmission control device configured to adjust a drive torque. The power transmission control device for a vehicle according to claim 1,
The control means includes
If the rotational speed of the output shaft of the internal combustion engine is greater than the rotational speed of the input shaft of the transmission during the period in which the clutch mechanism is in the half-engaged state, the motor side is equivalent to the inertia torque. When the drive torque is reduced and the rotational speed of the output shaft of the internal combustion engine is smaller than the rotational speed of the input shaft of the transmission, the motor-side drive torque is increased by an amount corresponding to the inertia torque. A vehicle power transmission control device configured. The power transmission control device for a vehicle according to claim 2,
A power transmission system is formed between the output shaft of the transmission and the output shaft of the electric motor without using the transmission,
The control means includes
A calculating means for calculating a required torque that is a driving torque requested by the driver obtained based on an operation of the acceleration operation member by the driver of the vehicle;
The control means includes
During the shift operation, the motor side drive torque is adjusted to a value equal to the required torque,
When the rotational speed of the output shaft of the internal combustion engine is greater than the rotational speed of the input shaft of the transmission during the period in which the clutch mechanism is in the half-joined state, the motor side drive torque is calculated from the required torque. Adjusting the value obtained by subtracting the value obtained by adding the inertia torque to the drive torque of the output shaft of the internal combustion engine to the reduction gear reduction ratio, so that the rotational speed of the output shaft of the internal combustion engine is the speed change When the rotational speed of the input shaft of the engine is smaller, the reduction gear reduction ratio is set to a value obtained by subtracting the inertia torque from the drive torque of the output shaft of the internal combustion engine from the required torque. A power transmission control device for a vehicle configured to adjust a value obtained by subtracting a multiplied value. A vehicle power transmission control device according to claim 3,
The connection state of the output shaft of the motor, the input side connection state in which a power transmission system is formed between the output shaft of the motor and the input shaft of the transmission, and the output shaft of the motor and the output of the transmission An output side connection state in which a power transmission system is formed without passing through the transmission between the shaft and an output shaft of the motor and the transmission between the output shaft of the motor and the input shaft of the transmission. A switching mechanism capable of switching to at least two states including at least the output-side connection state, and a non-connection state in which a power transmission system is not formed between the output shaft and
The control means includes
A vehicle power transmission control device configured to perform the shift operation in a state where a connection state of an output shaft of the electric motor is maintained in the output-side connection state by the switching mechanism. The power transmission control device for a vehicle according to any one of claims 1 to 4,
The control means includes
Obtaining means for obtaining angular acceleration of the output shaft of the internal combustion engine;
In a period in which the clutch mechanism is in the half-engaged state,
Power transmission control for a vehicle configured to use a value obtained by multiplying the moment of inertia related to rotation of the output shaft of the internal combustion engine by the angular acceleration, as the inertia torque used for adjusting the motor side drive torque. apparatus. In the vehicle power transmission control device according to any one of claims 1 to 5,
The transmission is
A power transmission control device for a vehicle that is a multi-stage transmission that does not include a torque converter and that can set a plurality of different reduction ratios that are predetermined as the transmission reduction ratio.

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