JP6318185B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle that includes an internal combustion engine and an electric motor as drive sources, and includes a stepped transmission divided into two systems of an odd-numbered-speed side shift shaft and an even-numbered-speed side shift shaft. The present invention relates to a control device for a hybrid vehicle that controls operations of a drive source and a transmission.

  Conventionally, there is a hybrid type vehicle that includes a motor as a drive source in addition to an engine. In a hybrid type vehicle, in addition to power generation by an engine, regenerative braking by a motor is used in combination, electric power generated by the motor is stored in a battery, and the electric power stored in the storage battery is used as necessary. As a result, the fuel efficiency is improved as compared with the case where the engine runs alone.

  And in order to improve fuel consumption, there is what performs fuel cut control in a hybrid type vehicle. The fuel cut control is a control for stopping the supply of fuel while the accelerator pedal is turned off. As a result, if the accelerator pedal is turned OFF during deceleration, fuel is not consumed, and fuel efficiency is improved.

  In such a hybrid type vehicle, when the engine is stopped while the accelerator pedal is OFF, it is necessary to restart the engine with the driving force from the motor. Here, when the amount of electricity stored in the battery is small, the power for restarting the engine may be insufficient, but it is necessary not to stop the engine even when the amount of electricity stored in the capacitor is small. is there.

  For this reason, some control is performed to inject fuel even when the accelerator pedal is OFF (see, for example, FIG. 22 of Patent Document 1). In Patent Document 1, when there is an abnormality in the motor drive device, the engine is not stopped by supplying fuel even if the opening degree of the accelerator pedal is zero.

  By the way, as a transmission used for a hybrid type vehicle, for example, as shown in Patent Document 2, the first transmission mechanism of a first transmission mechanism configured with an odd number of gears (1, 3, 5, 7th gear, etc.) is used. A second transmission mechanism comprising a first connecting / disconnecting mechanism (odd number clutch) capable of connecting / disconnecting the input shaft and the engine output shaft of the internal combustion engine and an even number (two, four, sixth, etc.) gears. A dual clutch type shift mechanism that includes a second connecting / disconnecting mechanism (even-numbered clutch) capable of connecting / disconnecting the second input shaft and the engine output shaft, and shifting these two connecting / disconnecting mechanisms alternately. There is a machine. Among such dual clutch transmissions, there is a transmission having a configuration in which a rotating shaft of a motor is connected to a first input shaft of a first transmission mechanism.

  Even in such a transmission, fuel efficiency can be improved by performing fuel cut control of the accelerator pedal OFF. In addition, when the amount of power stored in the battery is small, it is possible to reliably prevent the engine from being stopped by supplying fuel to the engine even when the accelerator pedal is OFF.

  However, in a hybrid vehicle including a transmission configured as in Patent Document 2, when regeneration is performed by rotation of the first input shaft connected to the motor, the gear stage is temporarily neutral in order to lower the gear stage. Become. Since regeneration by the motor is not performed at this neutral point, the braking force by the motor during deceleration is temporarily lost. If this timing and the state where the amount of power storage is small overlap, it becomes necessary to supply fuel to the engine. If fuel is supplied to the engine, the braking force by the engine becomes weak. As described above, the braking force due to the regeneration of the motor is temporarily lost, and at the same time, the braking force by the engine becomes weak, so that the braking force applied to the vehicle greatly changes. Then, the driver feels a sudden change in braking force, and as a result, there is a possibility that comfortable driving is hindered.

JP-A-6-80048 JP 2014-004942 A

  SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and an object of the present invention is to provide an abrupt braking force at the time of deceleration even in a dual clutch type hybrid vehicle even when the accelerator pedal is not depressed and the storage battery has a small amount of charge. An object of the present invention is to provide a control device for a hybrid vehicle that prevents this change.

In order to solve the above problems, a hybrid vehicle control device (10) according to the present invention is connected to an electric motor (3), an internal combustion engine (2) supplied with fuel according to a fuel supply command, and the electric motor (3). A first input shaft (61) that is selectively connected to the engine output shaft (2a) of the internal combustion engine (2) via the first connection / disconnection (C1), and a second connection / disconnection (C2). A second input shaft (62) selectively connected to the engine output shaft (2a) of the internal combustion engine (2), an output shaft (63) for outputting power to the drive wheels (WR, WL) side, For a plurality of odd speed stages that are selectively connected to the first input shaft (61) via one or a plurality of first synchronous engagement portions (80, 81, 83) disposed on one input shaft (61) A first transmission mechanism (G1) including gears (50, 73, 75, 77) and a fork arranged on the second input shaft (62) A second speed change mechanism including a plurality of even-speed gears (72, 74, 76) selectively connected to the second input shaft (62) via a plurality of second synchronous engagement portions (82, 84). (G2) and a plurality of output gears (91) arranged on the output shaft (63) and meshing with the odd-numbered gears (73, 75, 77) and the even-numbered gears (72, 74, 76). , 92, 93), and a power storage (30) that transfers power between the electric motor (3), the internal combustion engine (2), and the electric motor (3), and a speed change. A control unit (11) for controlling the speed change operation of the machine (4), and the control unit (11) is provided when the accelerator pedal (AP) is not input and the battery (30) is equal to or less than a predetermined power storage amount. first disengaging portion (C1) or the second disengaging portions (C2) and the engine output shaft of the internal combustion engine (2) and (2a) A fuel supply stop mode for stopping the supply of fuel to continue to while the internal combustion engine (2) (M1), the fuel supply mode (M2) to start the supply again fuel from the fuel supply stop mode (M1) at a selectable Yes, when the fuel supply stop mode (M1) is selected when the vehicle (1) is decelerated, the control unit (11) includes the odd speed gears (73, 75, 77) in which the electric motor (3) regenerates. The fuel supply mode (M2) is selected after the predetermined odd speed gear (73) is engaged with the first input shaft (61).

  Thus, in the hybrid vehicle (1) having the dual clutch transmission, the fuel supply mode (M2) is set after the predetermined odd speed gear (73) is engaged with the first input shaft (61). When selected, regeneration by the electric motor (3) is started, and after the braking force by the electric motor (3) is maintained, the braking force from the internal combustion engine (2) is adjusted. Thereby, a sudden change in braking force can be prevented. Further, when a shift with respect to the predetermined odd gear stage (73) is performed, the engagement between the electric motor (3) and the first input shaft (61) is temporarily released, and the braking force by the electric motor (3) is temporarily reduced. In this state, the fuel supply stop mode (M1) is established and the internal combustion engine (2) is not supplied with fuel, so that the braking force by the internal combustion engine (2) is sufficiently maintained. I'm leaning. For this reason, a sudden change in braking force can be reliably prevented even when the stored amount of the storage battery is small without stepping on the accelerator pedal.

  Further, when regeneration by the electric motor (3) is used, there is a characteristic that the deceleration, which is a negative acceleration at the time of deceleration, is smaller as the vehicle speed is higher, and the deceleration is greater as the vehicle speed is lower, even with the same regeneration amount. . For this reason, in the conventional method, in order to make the feeling of deceleration felt by the driver constant, it is necessary to control to reduce the regeneration amount by the electric motor (3) when the vehicle speed becomes low. By effectively using the braking force of the internal combustion engine (2) with the fuel supply, the driver can feel a natural deceleration.

In the control apparatus for a hybrid vehicle, the control unit (11) further includes an accelerator pedal (AP) that is operated to issue a fuel supply command to the internal combustion engine (2), and the control unit (11) When the accelerator pedal (AP) is not operated during deceleration of 1), the fuel supply stop mode (M1) is selected, and the plurality of odd speed gears (73, 75, 77) After the predetermined odd speed gear (73) is engaged with the first input shaft (61), the fuel supply mode (M2) is selected, so that the accelerator pedal (AP) is not operated. It is good also as performing power generation control in.
In the hybrid vehicle control apparatus, the control unit (11) includes a predetermined odd speed gear (73) in which the electric motor (3) performs a final regeneration among the plurality of odd speed gears (73, 75, 77). ) Is fastened to the first input shaft (61), the fuel supply mode (M2) may be selected.
In the hybrid vehicle control device, the control unit (11) includes an odd-numbered gear for a higher gear (73) than a predetermined odd-numbered gear (73) among the plurality of odd-numbered gears (73, 75, 77). 75, 77), the fuel supply stop mode (M1) may be selected. Thus, when using a high gear for shifting, the braking force can be maintained without consuming fuel by performing deceleration regeneration by the internal combustion engine (2) and the electric motor (3).

  In the hybrid vehicle control device, the control section (11) sets the speed of the vehicle (1) that fastens the predetermined odd gear (73) to the first input shaft (61) to the first speed (V1). The fuel supply mode (M2) may be selected when the vehicle speed is set and the speed of the vehicle (1) becomes equal to or lower than the first speed (V1). Thereby, control using the vehicle speed as a parameter can be performed.

  In the hybrid vehicle control device, the control unit (11) selects the fuel supply stop mode (M1) when the second speed (V2), which is a predetermined speed lower than the first speed (V1), is reached. It is good to do. When the vehicle speed is lower than the first speed (V1), the braking force due to regeneration of the electric motor (3) works strongly, and when the internal combustion engine (2) is operating at low vehicle speed, the connecting / disconnecting portion for stabilizing the braking force Control becomes complicated. For this reason, the control part (11) can stabilize the change of the braking force by selecting the fuel supply stop mode (M1).

  In the hybrid vehicle control device, the control unit (11) may select the fuel supply stop mode (M1) when the speed of the vehicle (1) is higher than the first speed (V1). Thereby, the braking force can be maintained without consuming fuel by performing deceleration regeneration by the internal combustion engine (2) and the electric motor (3) at a high vehicle speed.

In the hybrid vehicle control device, the control unit (11) changes the amount of fuel supplied to the internal combustion engine (2) in the state of transition to the fuel supply stop mode (M1). The braking force may be adjusted. Thus, the driver can feel a natural deceleration feeling by appropriately adjusting the braking force of the internal combustion engine (2).
In addition, the code | symbol in said parenthesis has shown the code | symbol of the corresponding component of embodiment mentioned later as an example of this invention.

  According to the hybrid vehicle control device of the present invention, in a dual-clutch hybrid vehicle, even if the storage amount of the storage battery is low without stepping on the accelerator pedal, a sudden change in braking force during deceleration is prevented. be able to.

It is the schematic which shows the structural example of the hybrid vehicle provided with the control apparatus concerning this embodiment. FIG. 2 is a skeleton diagram of the transmission shown in FIG. 1. It is a graph which shows the vehicle speed at the time of deceleration, and the deceleration which acts on a vehicle, and the figure which shows the relationship of the state of an engine, a motor, and a transmission regarding this. It is a flowchart which shows the control at the time of the deceleration in this embodiment. It is a flowchart which shows the control at the time of the deceleration in the modification 1 of this embodiment. It is a flowchart which shows the control at the time of the deceleration in the modification 2 of this embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic diagram illustrating a configuration example of a hybrid vehicle including a control device 10 according to the present embodiment. As shown in FIG. 1, the vehicle 1 of this embodiment is a hybrid vehicle equipped with an engine 2 (internal combustion engine) and a motor 3 (electric motor) as drive sources. The vehicle 1 further includes an inverter 20 for controlling the motor 3, a battery 30 (capacitor), a transmission 4, a differential mechanism 5, left and right drive shafts 6R and 6L, and left and right drive wheels WR and WL. With. Here, the motor 3 includes a motor generator, and the battery 30 includes a capacitor. The engine 2 includes a diesel engine and a turbo engine. The rotational driving force of the engine 2 and the motor 3 is transmitted to the left and right drive wheels WR, WL via the transmission 4, the differential mechanism 5, and the drive shafts 6R, 6L.

  The vehicle 1 also includes a control device 10 including an electronic control unit 11 (ECU) for controlling the engine 2, the motor 3, the transmission 4, the differential mechanism 5, the inverter 20, and the battery 30. The electronic control unit 11 is not only configured as a single unit, but also, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor 3 and the inverter 20, and a battery for controlling the battery 30. The ECU may be composed of a plurality of ECUs such as an AT-ECU for controlling the transmission 4. The electronic control unit 11 of the present embodiment controls the engine 2 and the motor 3, and controls charging / discharging of the battery 30 and the speed change operation of the transmission 4. The ECU 11 according to this embodiment issues not only a fuel supply command to the engine 2 but also a command such as an output to the motor 3 in accordance with the operation of the accelerator pedal AP. Further, even when the accelerator pedal AP is not operated, a command for supplying fuel to the engine 2 is issued as necessary. Details will be described later.

  The engine 2 is an internal combustion engine that is instructed to inject fuel according to the operation of the accelerator pedal AP and generates a driving force for running the vehicle 1 by mixing and burning the fuel with air. The motor 3 functions as a motor that generates a driving force for running the vehicle 1 using the electric energy of the battery 30 when the engine 2 and the motor 3 collaborate or when only the motor 3 runs alone. In addition, when the vehicle 1 decelerates, it functions as a generator that generates electric power by regeneration of the motor 3. During regeneration of the motor 3, the battery 30 is charged with electric power (regenerative energy) generated by the motor 3, and exchanges electric power with the motor 3.

  In addition, various control signals of a plurality of control parameters are input to the electronic control unit 11. As the control signal, for example, the accelerator pedal opening from the accelerator pedal sensor 31 that detects the depression amount of the accelerator pedal AP, the brake pedal opening from the brake pedal sensor 32 that detects the depression amount of the brake pedal, and the gear position (speed change) The shift position from the shift position sensor 33 that detects the vehicle speed), the vehicle speed from the vehicle speed sensor 34 that detects the vehicle speed, the charge amount from the charge amount sensor 35 that measures the state of charge (SOC) of the battery 30, and the synchronization And the position of each synchromesh mechanism from the position sensor 36. The electronic control unit 11 performs control based on information from these sensors.

  Next, the configuration of the transmission 4 provided in the vehicle 1 of the present embodiment will be described. FIG. 2 is a skeleton diagram of the transmission 4 shown in FIG. The transmission 4 is a parallel shaft transmission of 7 forward speeds and 1 reverse speed, and is a dry twin clutch transmission (DCT: Dual Clutch Transmission).

  The transmission 4 includes a first input shaft 61 selectively connected to a crankshaft 2a (engine output shaft) of the engine 2 via a first clutch C1 (first connecting / disconnecting portion), and a second clutch C2. A second input shaft 62 that is selectively connected to the crankshaft 2a of the engine 2, and an output shaft 63 that is connected to the first input shaft 61 and the second input shaft 62 via a transmission gear mechanism. . The first input shaft 61 is provided with gears for odd-numbered stages (1, 3, 5, 7th speed), and the second input shaft 62 is provided with gears for even-numbered stages (2, 4, 6th speed). Is done. The output shaft 63 is connected to the differential mechanism 5 and generates a driving force as a rotational output corresponding to the selected gear position for the driving wheels WR and WL.

  The first input shaft 61 is provided with a planetary gear mechanism 50 on one end side thereof. Further, the rotor 3 a of the motor 3 is connected to the first input shaft 61, and the rotor 3 a of the motor 3 is configured to go around the planetary gear mechanism 50. With such a configuration, the transmission 4 functions as a transmission of a hybrid vehicle using the engine 2 and the motor 3 as drive sources of the vehicle 1.

  An outer main shaft OMS is connected to the output side of the second clutch C2, and this outer main shaft OMS is arranged concentrically with the first input shaft 61 so as to form an outer cylinder of the first input shaft 61. Has been. The outer main shaft OMS is always engaged with the reverse shaft RVS and the second input shaft 62 via the idle shaft IDS, and the rotation output of the second clutch C2 is transmitted to the reverse shaft RVS and the second input shaft 62. Each axis is parallel to each other.

  The first speed change mechanism G1 for realizing an odd number of speed stages will be described. On the 1st input shaft 61, the 3rd speed drive gear 73, the 7th speed drive gear 77, and the 5th speed drive gear 75 are each arrange | positioned concentrically so that relative rotation is possible. A 3-7 speed synchromesh mechanism 81 is slidably provided in the axial direction between the 3rd speed drive gear 73 and the 7th speed drive gear 77, and a 5th speed synchromesh mechanism 83 corresponding to the 5th speed drive gear 75 is provided. Is slidable in the axial direction.

  With such a configuration, the first input shaft 61 is selected when selecting any one of the desired odd gears (planetary gear mechanism 50, third speed drive gear 73, fifth speed drive gear 75, and seventh speed drive gear 77). 1 or a plurality of first synchronous engagement portions (first-speed synchromesh mechanism 80, 3-7-speed synchromesh mechanism 81, and 5-speed synchromesh mechanism 83) are moved. Thereby, the selected desired gear stage is connected to the first input shaft 61.

  Each drive gear of the first transmission mechanism G1 meshes with a corresponding gear among the output gears provided on the output shaft 63. Specifically, the third speed drive gear 73 is engaged with the first output gear 91, the seventh speed drive gear 77 is engaged with the second output gear 92, and the fifth speed drive gear 75 is engaged with the third output gear 93. By engaging in this way, the output shaft 63 is rotationally driven.

  The second speed change mechanism G2 for realizing an even speed step will be described. On the second input shaft 62, a second speed drive gear 72, a sixth speed drive gear 76, and a fourth speed drive gear 74 are concentrically disposed so as to be relatively rotatable. A 2-6 speed synchromesh mechanism 82 is slidably provided in the axial direction between the 2nd speed drive gear 72 and the 6th speed drive gear 76, and a 4th speed synchromesh mechanism 84 corresponding to the 4th speed drive gear 74 is provided. Is slidable in the axial direction.

  With such a configuration, when any one of the desired even gears (second speed drive gear 72, fourth speed drive gear 74, sixth speed drive gear 76) is selected, it is arranged on the second input shaft 62. One or a plurality of second synchronous engagement portions (2-6 speed synchromesh mechanism 82, 4 speed synchromesh mechanism 84) are moved. As a result, the selected shift speed is connected to the second input shaft 62.

  Each drive gear of the second speed change mechanism G2 meshes with a corresponding gear among the output gears provided on the output shaft 63. Specifically, the second speed drive gear 72 is engaged with the first output gear 91, the sixth speed drive gear 76 is engaged with the second output gear 92, and the fourth speed drive gear 74 is engaged with the third output gear 93. By engaging in this way, the output shaft 63 is rotationally driven.

  A planetary gear mechanism 50 is disposed at one end of the first input shaft 61 near the motor 3. The planetary gear mechanism 50 includes a sun gear 51, a pinion gear 52, and a ring gear 55. The sun gear 51 is fixed to the first input shaft 61 and rotates integrally with the first input shaft 61 and the motor 3. The ring gear 55 is fixed to the case of the transmission 4 and configured to generate a shift output from the carrier 53 of the pinion gear 52.

  A first-speed synchromesh mechanism 80 is provided between the carrier 53 of the planetary gear mechanism 50 and the third-speed drive gear 73 on the first input shaft 61. The first speed synchromesh mechanism 80 is turned on according to the selection of the first speed gear stage, whereby the carrier 53 and the third speed drive gear 73 on the first input shaft 61 are connected. Then, the rotational driving force of the carrier 53 rotationally drives the output shaft 63 via the third speed drive gear 73 and the first output gear 91.

  The reverse transmission mechanism GR for realizing the reverse speed will be described. A gear 97 that engages with the idle shaft IDS is fixed to the reverse shaft RVS. Further, a reverse gear stage for selectively coupling the reverse shaft RVS to the first input shaft 61 is provided on the outer periphery of the reverse shaft RVS. The reverse gear stage includes a reverse drive gear 98 provided concentrically so as to be rotatable relative to the reverse shaft RVS, a reverse synchromesh mechanism 85 for selectively coupling the reverse drive gear 98 to the reverse shaft RVS, The gear 78 is fixed to the first input shaft 61 so as to mesh with the reverse drive gear 98.

  The reverse synchromesh mechanism 85 is slidable in the axial direction of the reverse axis RVS. During forward travel, the reverse shaft RVS is not engaged with the reverse drive gear 98. On the other hand, during reverse travel, the reverse shaft RVS is engaged with the reverse drive gear 98.

  Next, the relationship between the braking force and deceleration acting on the vehicle 1 when the vehicle 1 is decelerated and the state of each part of the engine 2, the motor 3, and the transmission 4 will be described. FIG. 3 is a graph showing the vehicle speed at the time of deceleration and the deceleration acting on the vehicle, and the relation between the state of the engine 2, the motor 3 and the transmission 4 related thereto. In the graph of the figure, the vertical axis represents deceleration during deceleration, and the horizontal axis represents vehicle speed. A deceleration or deceleration acceleration, which is a negative acceleration at the time of deceleration, is perceived as a feeling of deceleration for the driver.

  The state shown in FIG. 3 is a state where the accelerator pedal AP is not depressed when the vehicle 1 decelerates, and the EV travel is impossible because the amount of power stored in the battery 30 is low. Normally, power is required to start the engine 2, but the engine 2 is fastened when the battery 30 has a low power storage capacity and the power consumption for starting the engine should be reduced as much as possible. To keep power consumption for starting. For this reason, in the same figure, the state which is charging the battery 30 by taking regeneration with the motor 3 while taking the brakes in the engine 2 is shown.

  In the graph portion of FIG. 3, the deceleration caused by the engine 2 is indicated by a one-dot chain line, the one obtained by adding the deceleration caused by the motor 3 to the one-dot chain line, and the actual deceleration is indicated by a solid line with an arrow. It shows with. The state of each part is shown below the graph. Specifically, CL indicates which of the first clutch C1 and the second clutch C2 is engaged, ENG indicates a gear position between the engine 2 and the drive wheels WR and WL, and MOT indicates a motor. 3 shows the gear position between the drive wheel WR and WL.

  The electronic control unit 11 can select a fuel supply stop mode M1 which is a control called fuel cut for stopping fuel supply and a fuel supply mode M2 which is a control called fuel cut-off for starting fuel supply. The bottom diagram shows at what timing the fuel supply stop mode M1 and the fuel supply mode M2 are switched.

  Next, each part of the figure will be described in detail. As described above, if the engine 2 is left fastened during deceleration, the vehicle 1 obtains a braking force from the engine 2. In order to obtain an appropriate braking force from the engine 2 with respect to the vehicle speed, the vehicle 1 sequentially lowers the gear stage to which the engine 2 is engaged. In this case, as shown in the figure, the clutches C1 and C2 are alternately switched. Conclude. Specifically, when the vehicle 1 is decelerated, the first clutch C1 and the second clutch C2 are alternately engaged, so that the seventh speed, the sixth speed, the fifth speed between the engine 2 and the drive wheels WR, WL, The 4th and 3rd gears are sequentially meshed. As a result, the engine 2 and the drive wheels WR and WL are connected to each other at an appropriate shift stage, and an appropriate braking force can be obtained from the engine 2 with respect to the vehicle speed during deceleration (see the one-dot chain line in FIG. 3). Since the engine brake does not act after the fuel supply mode M2, the one-dot chain line in the fuel supply mode M2 is a reference value.

  On the other hand, the vehicle 1 sequentially lowers the gear stage to which the motor 3 is fastened in order to obtain an appropriate braking force from the motor 3 with respect to the vehicle speed. Here, since the motor 3 is connected to the first input shaft 61, the seventh, fifth, and third gears on the first input shaft 61 are disposed between the motor 3 and the drive wheels WR and WL. Will be sequentially engaged. The braking force generated by the motor 3 is generated by regeneration. Even at the same regeneration amount, the deceleration decreases as the vehicle speed increases and the deceleration increases as the vehicle speed decreases.

  In the present embodiment, among the gears 73, 75, 77 used for regeneration of the motor 3, the gear used for the final regeneration at the time of deceleration is the third-speed drive gear 73, which is a predetermined odd gear stage gear. However, the present invention is not limited to this, and any other gear may be used as long as the gear is arranged coaxially with the motor 3. As a result, the motor 3 and the drive wheels WR, WL can be connected at an appropriate shift stage, and an appropriate braking force can be obtained from the motor 3 with respect to the vehicle speed during deceleration. Then, the braking force of the motor 3 is added to the braking force of the engine 2 described above (see the broken line in FIG. 3).

  When the vehicle 1 is actually decelerated, the absolute value of the deceleration increases stepwise as the vehicle speed decreases, as indicated by the solid line in the graph of FIG. Here, when shifting the gear stage to which the motor 3 is fastened, it is necessary to switch the 3-7 speed synchromesh mechanism 81 and the 5 speed synchromesh mechanism 83 (see FIG. 2). Since it is on the same axis, it becomes neutral when it is reconnected. At the time of this neutral state, a phenomenon of loss of deceleration called missing due to the motor 3 occurs. However, since the deceleration caused by the engine 2 acts on the vehicle 1, the deceleration acting on the vehicle 1 does not escape more than necessary, and makes the driver feel an unnatural deceleration. There is nothing. In FIG. 3, there is a time difference Δs between the time when the neutral state of the motor 3 ends and the time until the first speed V1 is reached. This is completely fastened from the neutral state of the motor 3 to the third speed. It represents the time difference from the state.

  Then, when the vehicle speed of the vehicle 1 further decreases and becomes the third gear position used for the final regeneration in the present embodiment, the fuel supply stop mode M1 shifts to the fuel supply mode M2. Then, the deceleration departs from the broken line portion in the figure. In this way, when shifting to the fuel supply mode M2, the electronic control unit 11 adjusts the braking force by the engine 2 by changing the amount of fuel supplied to the engine 2, so that the deceleration is adjusted appropriately.

  In the above configuration, actual control by the electronic control unit 11 is performed as follows. FIG. 4 is a flowchart showing control during deceleration in the present embodiment. First, at the time of deceleration, the electronic control unit 11 determines whether or not the accelerator pedal AP is not depressed (OFF) (step S01). In step S01, when the accelerator pedal AP is depressed (ON), the electronic control unit 11 performs normal traveling power generation control (step S02). In this case, the vehicle 1 supplies fuel to the engine 2 and travels using the driving force of the engine 2, and also generates power for storing in the battery 30. On the other hand, if the accelerator pedal AP is not depressed at the time of determination in step S01, the electronic control unit 11 performs the fuel supply stop mode M1 so-called fuel cut control (step S03). Thereby, the supply of fuel to the engine 2 is stopped.

  Next, it is determined whether or not the charged amount detected by the charged amount sensor 35 is a charged amount that allows EV traveling (travel using the motor 3 without using the engine 2) (step S04). When the amount of stored electricity is such that EV travel is possible, EV deceleration regeneration control (step S05) is performed. Since the vehicle 1 in this case does not engage the clutches C <b> 1 and C <b> 2, the vehicle 1 obtains a braking force by regeneration by the motor 3.

  On the other hand, if it is not the amount of electricity that can be traveled by EV at the time of determination in step S04, regeneration by the motor 3 is performed to ensure the amount of electricity stored. At this time, the electronic control unit 11 keeps the clutches C1 and C2 engaged, and the vehicle 1 obtains braking force not only from the motor 3 but also from the engine 2.

  Next, the electronic control unit 11 determines at which gear stage the regeneration by the motor 3 is performed. Specifically, it is determined whether or not the regeneration by the motor 3 is equal to or less than a predetermined odd speed (third speed in the present embodiment) used for the final regeneration (step S06).

  If it is not less than or equal to the predetermined odd gear in step S06, the electronic control unit 11 is an odd gear (5th or 7th in this embodiment) higher than the predetermined odd gear (73). The deceleration regeneration control (step S07) is performed while continuing the fuel supply stop mode M1. In this case, the motor 3 regenerates by being driven around the drive wheels WR and WL, and charges the battery 30. Moreover, since EV traveling is not performed, power consumption of the battery 30 is suppressed.

If it is less than or equal to the predetermined odd speed in step S06, the electronic control unit 11 performs the fuel supply mode M2 for restarting the supply of fuel to the engine 2 (step S08), and does not step on the accelerator pedal AP. APOFF power generation control for generating power by the engine 2 is performed (step S09).

  Here, in step S08 in the present embodiment, the electronic control unit 11 performs the fuel supply mode M2 after the third-speed drive gear 73 is fastened to the first input shaft 61. This will be described in detail.

  That is, when fuel is supplied to the engine 2 in the fuel supply mode M2, the braking force on the vehicle 1 caused by the engine 2 is reduced. Here, in the present embodiment, in the state where the third-speed drive gear 73 is fastened to the first input shaft 61, the braking force against the vehicle 1 caused by the motor 3 is working, so the braking force against the vehicle 1 suddenly increases. It will not be lost greatly.

  On the other hand, if the fuel supply mode M2 is started before the third-speed drive gear 73 is fastened to the first input shaft 61, the following inconvenience occurs. That is, when the fuel supply mode M2 is started, the braking force by the engine 2 is changed. In this state, when the gear for regenerating the motor 3 is shifted from the fifth speed drive gear 75 to the third speed drive gear 73, the gear stage is in a neutral state (neutral state N in FIG. 3). The braking force is temporarily lost. Then, the braking force of the vehicle 1 becomes small, and an unnatural deceleration feeling is given to the driver.

  In the present embodiment, the electronic control unit 11 performs the fuel supply mode M2 after the third-speed drive gear 73 is fastened to the first input shaft 61, thereby avoiding the above inconveniences and stable vehicle 1 control. Power can be obtained.

  As described above, according to the hybrid vehicle control device 10 of the present embodiment, in the hybrid vehicle 1 having the dual clutch transmission 4, the predetermined odd speed gear (the third speed drive gear 73) is the first. When the fuel supply mode M2 is selected after being fastened to the input shaft 61, regeneration by the motor 3 is started, and after the braking force by the motor 3 is maintained, the braking force from the engine 2 is adjusted by the fuel supply mode M2. It becomes. Thereby, it is possible to avoid a state in which both the braking force by the engine 2 and the braking force by the motor 3 are reduced, and a sudden change in the braking force can be prevented.

  In addition, when a shift with respect to a predetermined odd speed gear (third speed drive gear 73) is performed, the engagement between the motor 3 and the first input shaft 61 is temporarily released, and the braking force by the motor 3 is temporarily increased. Even if lost, the fuel supply stop mode M1 is in this state, and the fuel supply to the engine 2 is not performed, so that the braking force by the engine 2 is sufficiently maintained. For this reason, a sudden change in braking force can be reliably prevented.

  Further, when regeneration by the motor 3 is used, there is a characteristic that the deceleration, which is a negative acceleration at the time of deceleration, is smaller as the vehicle speed is higher, and the deceleration is greater as the vehicle speed is lower, even if the regeneration amount is the same. For this reason, in the conventional method, in order to make the feeling of deceleration felt by the driver constant, it is necessary to control to reduce the regeneration amount by the motor 3 when the vehicle speed is low. By effectively using the braking force of the engine 2 along with the fuel supply, the driver can feel a natural deceleration.

  Further, in the present embodiment, the electronic control unit 11 is a five-speed drive that is an odd-speed gear that is higher than the third-speed drive gear 73 that is a predetermined odd-speed gear among a plurality of odd-speed gears. In the case of the gear 75 or the seventh speed drive gear 77, the fuel supply stop mode M1 is selected. As a result, when a high gear is used, the braking force can be maintained without consuming fuel by performing deceleration regeneration by the engine 2 and the motor 3.

  Further, in the present embodiment, the electronic control unit 11 adjusts the braking force by the engine 2 by changing the amount of fuel supplied to the engine 2 in the state of shifting to the fuel supply stop mode M1. Accordingly, the driver can feel a natural deceleration feeling by appropriately adjusting the braking force of the engine 2.

  Next, a modification of this embodiment is shown. In the above-described embodiment, in step S06, the fuel supply mode M2 is performed based on being equal to or less than the predetermined odd speed, but the present invention is not limited to this. FIG. 5 is a flowchart showing control at the time of deceleration in the first modification of the present embodiment. In the figure, the same reference numerals are given to the same contents as in the above-described embodiment.

  As in the example of FIG. 5, in step S <b> 16, the fuel supply mode M <b> 2 may be performed on the basis of being equal to or lower than a predetermined speed of the vehicle 1 (first speed V <b> 1). Here, the first speed V1 is the speed of the vehicle 1 when the third-speed drive gear 73 is fastened to the first input shaft 61 (see FIG. 3). For this reason, it differs from the above-mentioned embodiment only in whether the timing for switching between the fuel supply stop mode M1 and the fuel supply mode M2 is set to the shift speed as a parameter or the speed as a parameter. When the speed of the vehicle 1 is higher than the first speed V1, the electronic control unit 11 continues the fuel supply stop mode M1 because the fastening of the predetermined third speed drive gear 73 to the first input shaft 61 is not completed. Will be.

  Thus, in the first modification, the electronic control unit 11 sets the speed of the vehicle 1 that fastens the third-speed drive gear 73 to the first input shaft 61 to the first speed V1, and the speed of the vehicle 1 is the first speed. When the speed is lower than V1, the fuel supply mode M2 is selected. Thereby, control using the vehicle speed as a parameter can be performed.

  In the first modification, when the speed of the vehicle 1 is higher than the first speed V1, the electronic control unit 11 selects the fuel supply stop mode M1. Thereby, the braking force can be maintained without consuming fuel by performing deceleration regeneration by the engine 2 and the motor 3 at a high vehicle speed.

  Further, the following configuration is also possible with the speed of the vehicle 1 as a parameter. FIG. 6 is a flowchart showing the control at the time of deceleration in the second modification of the present embodiment. Also in the figure, the same reference numerals are given to the same contents as those in the above-described embodiment and the first modification.

  Also in the example of FIG. 6, in step S16, the fuel supply mode M2 is performed based on the fact that the speed of the vehicle 1 is the first speed V1 or less (step S08), and APOFF power generation control is performed (step S09). Thereafter, when the speed becomes equal to or lower than a predetermined second speed V2 (see FIG. 3) lower than the first speed V1 (step S21), the electronic control unit 11 selects the fuel supply stop mode M1 again (step S22). As a result, the supply of fuel to the engine 2 is stopped, so that the braking force by the engine 2 is stabilized.

  As described above, in the second modification, the fuel supply stop mode M1 may be selected when the electronic control unit 11 becomes equal to or lower than the second speed V2, which is a predetermined speed lower than the first speed V1. . When the vehicle speed is lower than the first speed V1, the braking force due to regeneration of the motor 3 works strongly. When the engine 2 is operating at a low vehicle speed, the control of the connecting / disconnecting portion for stabilizing the braking force becomes complicated. For this reason, the electronic control unit 11 can stabilize the change of the braking force by selecting the fuel supply stop mode M1.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... Engine 2a ... Crankshaft 3 ... Motor 4 ... Transmission 10 ... Control apparatus 11 ... Electronic control unit 30 ... Battery 31 ... Accelerator pedal sensor 32 ... Brake pedal sensor 33 ... Shift position sensor 34 ... Vehicle speed sensor 35 ... Charge amount sensor 36 ... Synchro position sensor 50 ... Planetary gear mechanism 61 ... First input shaft 62 ... Second input shaft 63 ... Output shaft 72 ... Second speed drive gear 73 ... Third speed drive gear 74 ... Fourth speed drive gear 75 ... Fifth speed Drive gear 76 ... 6 speed drive gear 77 ... 7 speed drive gear 80 ... 1 speed synchromesh mechanism 81 ... 3-7 speed synchromesh mechanism 82 ... 2-6 speed synchromesh mechanism 83 ... 5 speed synchromesh mechanism 84 ... 4 speed Synchromesh mechanism 85 ... Reverse synchromesh mechanism 91 ... First output gear 92 ... Second output gear 93 ... Third output gear P ... accelerator pedal C1 ... First clutch C2 ... Second clutch M1 ... fuel supply stop mode M2 ... fuel supply mode WR, WL ... driving wheel

Claims (9)

An electric motor,
An internal combustion engine to which fuel is supplied in accordance with a fuel supply command;
A first input shaft connected to the electric motor and selectively connected to the engine output shaft of the internal combustion engine via a first connecting / disconnecting portion; and selectively connected to the internal combustion engine via a second connecting / disconnecting portion. The second input shaft connected to the engine output shaft, the output shaft for outputting power to the drive wheel side, and the first synchronous engagement portion disposed on the first input shaft, the first synchronous engagement portion. A first speed change mechanism including a plurality of odd speed gears selectively connected to one input shaft; and the second speed change mechanism via one or a plurality of second synchronization engaging portions disposed on the second input shaft. A second speed change mechanism including a plurality of even speed shift gears selectively connected to the input shaft; and the odd speed shift gear of the first speed change mechanism and the second speed change mechanism disposed on the output shaft. A transmission having a plurality of output gears meshed with the even-numbered gears;
A battery for transferring power to and from the motor;
A control unit for controlling the internal combustion engine and the electric motor and controlling a speed change operation of the transmission,
When the fuel supply command is not input and the power storage device is less than or equal to a predetermined power storage amount, the control unit includes the first connecting / disconnecting unit or the second connecting / disconnecting unit and the engine output shaft of the internal combustion engine. A fuel supply stop mode for stopping the supply of fuel to the internal combustion engine while connecting the fuel supply mode, and a fuel supply mode for restarting the fuel supply from the fuel supply stop mode can be selected,
When the control unit selects the fuel supply stop mode when the vehicle is decelerated, a predetermined odd speed gear among the plurality of odd speed gears that the motor regenerates is engaged with the first input shaft. After that, the control apparatus for the hybrid vehicle selects the fuel supply mode. An electric motor,
An internal combustion engine to which fuel is supplied in accordance with a fuel supply command;
A first input shaft connected to the electric motor and selectively connected to the engine output shaft of the internal combustion engine via a first connecting / disconnecting portion; and selectively connected to the internal combustion engine via a second connecting / disconnecting portion. The second input shaft connected to the engine output shaft, the output shaft for outputting power to the drive wheel side, and the first synchronous engagement portion disposed on the first input shaft, the first synchronous engagement portion. A first speed change mechanism including a plurality of odd speed gears selectively connected to one input shaft; and the second speed change mechanism via one or a plurality of second synchronization engaging portions disposed on the second input shaft. A second speed change mechanism including a plurality of even speed shift gears selectively connected to the input shaft; and the odd speed shift gear of the first speed change mechanism and the second speed change mechanism disposed on the output shaft. A transmission having a plurality of output gears meshed with the even-numbered gears;
A battery for transferring power to and from the motor;
A control unit for controlling the internal combustion engine and the electric motor and controlling a speed change operation of the transmission,
The control unit includes a fuel supply stop mode for stopping supply of fuel to the internal combustion engine and a fuel supply stop mode when the fuel supply command is not input and the power storage device is below a predetermined storage amount. The fuel supply mode for starting the fuel supply again can be selected,
When the control unit selects the fuel supply stop mode when the vehicle is decelerated, a predetermined odd speed gear among the plurality of odd speed gears that the motor regenerates is engaged with the first input shaft. The fuel supply mode is selected ,
The control unit sets a speed of the vehicle for fastening the predetermined odd speed gear to the first input shaft to a first speed, and when the speed of the vehicle becomes equal to or lower than the first speed, The control of a hybrid vehicle , wherein the fuel supply mode is selected and the fuel supply stop mode is selected when the fuel supply mode is selected and when the fuel supply mode is lower than a second speed that is a predetermined speed lower than the first speed. apparatus. The control unit further includes an accelerator pedal that issues a fuel supply command to the internal combustion engine when operated.
The control unit selects the fuel supply stop mode when the accelerator pedal is not operated during deceleration of the vehicle, and performs a predetermined odd speed shift among the plurality of odd speed gears in which the electric motor regenerates. After the step gear is fastened to the first input shaft, the fuel supply mode is selected to perform power generation control without the operation of the accelerator pedal.
The hybrid vehicle control device according to claim 1, wherein the control device is a hybrid vehicle control device. The control unit selects the fuel supply mode after a predetermined odd speed gear for which the electric motor performs final regeneration among the plurality of odd speed gears is fastened to the first input shaft.
The hybrid vehicle control device according to any one of claims 1 to 3, wherein the control device is a hybrid vehicle control device. 2. The fuel supply stop mode is selected when the control unit is an odd speed gear that is higher than a predetermined odd speed gear among the plurality of odd speed gears. The control apparatus of the hybrid vehicle of any one of thru | or 4 thru | or 4 . The control unit sets a speed of the vehicle for fastening the predetermined odd speed gear to the first input shaft to a first speed, and when the speed of the vehicle becomes equal to or lower than the first speed, The control apparatus for a hybrid vehicle according to any one of claims 1 to 5, wherein the fuel supply mode is selected. The said control part selects the said fuel supply stop mode, when it becomes below the 2nd speed which is a predetermined speed lower than the said 1st speed, The control apparatus of the hybrid vehicle of Claim 6 characterized by the above-mentioned. . The control device for a hybrid vehicle according to claim 6 or 7 , wherein the control unit selects the fuel supply stop mode when the speed of the vehicle is higher than the first speed. Wherein, in a state where the shift to the fuel supply mode, said by changing the supply amount of the fuel to the internal combustion engine, according to claim 1 to claim 8, characterized in that to adjust the braking force by the internal combustion engine The control apparatus of the hybrid vehicle any one of these.

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