JP2007283878A - POWER TRANSMISSION DEVICE, AUTOMOBILE MOUNTING THE SAME, AND METHOD FOR CONTROLLING POWER TRANSMISSION DEVICE - Google Patents

Abstract

[PROBLEMS] To improve energy efficiency and driving feeling during a downshift operation during traveling with an accelerator off.
An engine 22 is connected to an input shaft 31 of a first transmission 30 via a clutch C1 and is connected to an input shaft 41 of a second transmission 40 via a clutch C2, and a motor 50 is connected to the second transmission. In the hybrid vehicle 20 connected to the 40 input shafts 41, when the shift lever 81 is downshifted while the vehicle is running with the accelerator off, the gear stage of the transmission connecting the engine 22 and the drive shaft 62 is maintained as it is. The motor 50 is controlled so that an increase in the engine brake torque when it is assumed that the downshift has been performed is output to the drive shaft 62 using the regenerative control of the motor 50 with good responsiveness. Thereby, the improvement of the energy efficiency at the time of downshift operation and the improvement of driving | operation feeling can be aimed at.
[Selection] Figure 1

Description

  The present invention relates to a power transmission device that is mounted on an automobile equipped with an internal combustion engine and transmits power from the internal combustion engine to a drive shaft connected to an axle, an automobile that includes the internal combustion engine and the power transmission device, and a control method for the power transmission device. About.

Conventionally, in this type of power transmission device, an input shaft is connected to the output shaft of the internal combustion engine via a first clutch and the drive shaft is connected to the output shaft of the internal combustion engine as a device for shifting the power from the internal combustion engine and transmitting it to the drive shaft. A first transmission having an output shaft connected thereto, a second transmission having an input shaft connected to the output shaft of the internal combustion engine via a second clutch and an output shaft connected to the drive shaft, and the second transmission. A device including an electric motor connected to an input shaft of a machine has been proposed (see, for example, Patent Document 1). In this device, the first clutch and the second clutch are switched on and off based on the vehicle speed, so that the power from the internal combustion engine is shifted with the switching of the shift stage and transmitted to the drive shaft.
JP 2002-89594 A

  In the power transmission device described above, although it is described that the power from the internal combustion engine is shifted with the switching of the gear stage and transmitted to the drive shaft by switching the first clutch and the second clutch on and off during traveling. No processing is described when the driver performs a downshift operation while traveling with the accelerator off. In general, it is desirable to have a good driving feeling for a downshift operation while the accelerator is off. In a hybrid vehicle including an internal combustion engine and an electric motor, energy efficiency is improved and electric power is exchanged with the electric motor. It is desirable to appropriately manage the state of the battery to be used.

  The power transmission device of the present invention, a vehicle equipped with the power transmission device, and a method of controlling the power transmission device are one of the objects to further improve driving feeling when a downshift operation is performed while the vehicle is traveling with the accelerator off. . Another object of the power transmission device of the present invention, an automobile equipped with the power transmission device, and a method for controlling the power transmission device is to further improve energy efficiency. Furthermore, a power transmission device, a vehicle on which the power transmission device is mounted, and a control method for the power transmission device are intended to suppress overcharging of power storage means included in the device.

  In order to achieve at least a part of the above-described object, the power transmission device of the present invention, the automobile on which the power transmission device is mounted, and the control method of the power transmission device adopt the following means.

The power transmission device of the present invention is
A power transmission device that is mounted on an automobile equipped with an internal combustion engine and transmits power from the internal combustion engine to a drive shaft connected to an axle,
A first speed changer connected to the first input shaft and the drive shaft, and capable of shifting the power input to the first input shaft and transmitting it to the drive shaft;
A second transmission means connected to the second input shaft and the drive shaft, capable of shifting the power input to the second input shaft and transmitting the power to the drive shaft;
First connection release means capable of connecting and releasing the connection between the output shaft of the internal combustion engine and the first input shaft;
A second connection release means capable of connecting and releasing the connection between the output shaft of the internal combustion engine and the second input shaft;
An electric motor capable of inputting and outputting power to the second input shaft;
Power storage means capable of exchanging electric power with the electric motor;
The driver performs a downshift operation in a transmission state in which the accelerator is turned off during traveling and the braking force due to the rotational resistance of the internal combustion engine is transmitted to the drive shaft via the first transmission or the second transmission. And the internal combustion engine, the electric motor, and the first transmission means are maintained so that the transmission state is maintained and the braking force based on the downshift operation is applied to the drive shaft using the regenerative control of the electric motor. The gist of the present invention is that it comprises control means for controlling the second transmission means, the first connection release means, and the second connection release means.

  In the power transmission device of the present invention, the driver is in a transmission state in which the accelerator is turned off during traveling and the braking force due to the rotational resistance of the internal combustion engine is transmitted to the drive shaft via the first transmission or the second transmission. When the downshift operation is performed, the transmission state is maintained and the braking force based on the downshift operation is applied to the drive shaft using the regenerative control of the motor, so that the internal combustion engine, the motor, the first transmission unit, The second speed change means, the first connection release means and the second connection release means are controlled. Since the braking force based on the downshift operation is output using the regenerative control of the motor with good responsiveness, it is possible to further improve the driving feeling when the downshift operation is performed during traveling with the accelerator off. Moreover, the energy efficiency of the apparatus can be further improved by charging the power storage means by regenerative control of the electric motor.

  In such a power transmission device of the present invention, the first speed change means and the second speed change means each have a plurality of different speed stages, and the control means is based on a rotational resistance of the internal combustion engine based on a predetermined condition. A first transmission state in which a braking force is transmitted to the drive shaft via the first transmission means, and a second transmission state in which a braking force due to the rotational resistance of the internal combustion engine is transmitted to the drive shaft via the second transmission means. The internal combustion engine, the first transmission unit, the second transmission unit, the first connection release unit, and the second connection unit are configured so that a braking force based on the downshift operation is applied to the drive shaft by switching the transmission state. Before the first control for controlling the connection release means and the transmission state are maintained and the braking force according to the downshift operation is applied to the drive shaft using the regeneration control of the electric motor. Means for selectively executing one of an internal combustion engine, the electric motor, the first speed change means, the second speed change means, the first connection release means and the second control for controlling the second connection release means; It can also be. If it carries out like this, more suitable control according to predetermined conditions can be selected among 1st control and 2nd control.

  In the power transmission device of the present invention in which one of the first control and the second control is selectively executed based on a predetermined condition, the power transmission device of the present invention includes a storage amount detection unit that detects a storage amount of the storage unit, The control means executes the first control when the detected storage amount is equal to or greater than a first predetermined amount, and executes the second control when the detected storage amount is less than the first predetermined amount. It can also be a means. In this way, overcharging of the power storage means can be suppressed.

  In the power transmission device of the present invention in which one of the first control and the second control is selectively executed based on a predetermined condition, the power storage amount detection unit that detects the power storage amount of the power storage unit is provided. The control means switches the transmission state from the first transmission state to the second transmission state as the first control when the downshift operation is performed in the first transmission state. Controlling the internal combustion engine, the first speed change means, the second speed change means, the first connection release means, and the second connection release means so that a braking force according to the operation is applied to the drive shaft, As the second control, the first transmission state is maintained, and the internal combustion engine, the electric motor, and the electric motor are controlled so that the braking force according to the downshift operation is applied to the drive shaft by the regeneration control of the electric motor. May be a 1 is a lever means and the second transmission means and said first connection release means and means for controlling said second connection releasing means ones.

  In the power transmission device according to the aspect of the invention in which the downshift operation is performed in the first transmission state, the control unit disconnects the second connection release unit as the second control and detects the stored power amount. Further, it may be a means for setting the gear position of the second speed change means based on the above. If it carries out like this, the regeneration control of an electric motor can be made suitable according to the electrical storage amount of an electrical storage means. In this case, the control means is means for selectively setting one of the regenerative efficiency priority shift speed and the acceleration priority shift speed as the speed change speed of the second speed change means based on the detected storage amount. It can also be. If it carries out like this, the energy efficiency of an apparatus can be improved according to the amount of electrical storage of an electrical storage means, and the acceleration performance of a vehicle can be improved. Further, in this case, the control means sets the acceleration priority shift stage as the shift stage of the second transmission means when the detected storage amount is not less than a second predetermined amount, and the detected storage amount When it is less than the second predetermined amount, it may be a means for setting the regenerative efficiency priority shift stage as the shift stage of the second shift means.

  Further, in the power transmission device of the present invention in which the downshift operation is performed in the first transmission state, the control unit is allowed to input / output from the electric motor among the plurality of shift stages of the second transmission unit. A shift stage capable of applying a braking force according to the downshift operation to the drive shaft is selected and set as a shift stage of the second transmission means within the allowable range. It can also be a means to do. In this way, the braking force corresponding to the downshift operation can be applied to the drive shaft using the regeneration control of the electric motor within the allowable range. In this case, the control means drives the braking force according to the downshift operation using the regenerative control of the electric motor within the allowable range by any of the plurality of shift stages of the second speed change means. It may be a means for executing the first control when it cannot act on the shaft. In this way, input / output from the electric motor can be prevented from exceeding the allowable range.

  In the power transmission device according to the aspect of the invention in which one of the first control and the second control is selectively executed based on a predetermined condition, the control means operates the downshift in the second transmission state. When the control is performed, as the first control, the transmission state is switched from the second transmission state to the first transmission state, so that a braking force corresponding to the downshift operation is applied to the drive shaft. The internal combustion engine, the first transmission unit, the second transmission unit, the first connection release unit, and the second connection release unit are controlled, and the second transmission state is maintained as the second control. At the same time, the internal combustion engine, the electric motor, the first transmission unit, the second transmission unit, and the first disconnection means are operated so that a braking force corresponding to the downshift operation is applied to the drive shaft by regenerative control of the electric motor. May be assumed to be a means for controlling said second disconnect means and. In this case, the control means uses the regenerative control of the electric motor within an allowable range in which input / output from the electric motor is allowed, and when the braking force corresponding to the downshift operation cannot be output to the drive shaft, It may be a means for executing the control. In this way, input / output from the electric motor can be prevented from exceeding the allowable range.

The automobile of the present invention
The internal combustion engine and the power transmission device of the present invention according to any one of the above-described aspects, that is, basically, is mounted on an automobile including the internal combustion engine and transmits the power from the internal combustion engine to a drive shaft connected to the axle. A first transmission means connected to the first input shaft and the drive shaft and capable of shifting the power input to the first input shaft and transmitting it to the drive shaft; and a second input A second transmission means connected to the shaft and the drive shaft and capable of shifting the power input to the second input shaft and transmitting it to the drive shaft; an output shaft of the internal combustion engine; and the first input shaft A first connection releasing means capable of connecting and releasing the connection; a second connection releasing means capable of connecting and releasing the output shaft of the internal combustion engine and the second input shaft; and the second input. An electric motor that can input and output power to the shaft, and an electric storage that can exchange electric power with the electric motor And a downshift by the driver in a transmission state in which the accelerator is turned off during traveling and the braking force due to the rotational resistance of the internal combustion engine is transmitted to the drive shaft via the first transmission or the second transmission. When the operation is performed, the transmission state is maintained, and the internal combustion engine, the motor, and the first are applied so that the braking force based on the downshift operation is applied to the drive shaft using the regeneration control of the motor. The gist of the invention is to mount a power transmission device including a speed change means, a second speed change means, a first connection release means, and a control means for controlling the second connection release means.

  Since the power transmission device according to any one of the above-described aspects is mounted on the vehicle according to the present invention, the same effect as that achieved by the power transmission device according to the present invention, for example, downshift during traveling by accelerator off. An effect that can further improve the feeling when the operation is performed, an effect that can further improve energy efficiency, an effect that can suppress overcharge of the power storage means included in the device, and the like can be achieved. .

The power transmission device control method of the present invention includes:
First transmission means mounted on a vehicle equipped with an internal combustion engine, connected to a first input shaft and a drive shaft coupled to the axle, and capable of shifting the power input to the first input shaft and transmitting it to the drive shaft A second transmission means connected to the second input shaft and the drive shaft and capable of shifting the power input to the second input shaft and transmitting it to the drive shaft; the output shaft of the internal combustion engine; A first connection release means capable of connecting to and releasing the connection from one input shaft; a second connection release means capable of connecting and releasing the connection between the output shaft of the internal combustion engine and the second input shaft; A control method for a power transmission device, comprising: an electric motor capable of inputting / outputting power to / from the second input shaft; and an electric storage means capable of exchanging electric power with the electric motor, wherein the power from the internal combustion engine is transmitted to the drive shaft. Because
The driver performs a downshift operation in a transmission state in which the accelerator is turned off during traveling and the braking force due to the rotational resistance of the internal combustion engine is transmitted to the drive shaft via the first transmission or the second transmission. And the internal combustion engine, the electric motor, and the first transmission means are maintained so that the transmission state is maintained and the braking force based on the downshift operation is applied to the drive shaft using the regenerative control of the electric motor. The gist is to control the second transmission means, the first connection release means, and the second connection release means.

  According to the control method for a power transmission device of the present invention, the transmission is performed while the accelerator is turned off during traveling and the braking force due to the rotational resistance of the internal combustion engine is transmitted to the drive shaft via the first transmission or the second transmission. When the downshift operation is performed by the driver in the state, the transmission state is maintained and the internal combustion engine, the electric motor, and the engine are operated so that the braking force based on the downshift operation is applied to the drive shaft using the regeneration control of the electric motor. The first speed change means, the second speed change means, the first connection release means, and the second connection release means are controlled. Since the braking force based on the downshift operation is output using the regenerative control of the motor with good responsiveness, it is possible to further improve the driving feeling when the downshift operation is performed during traveling with the accelerator off. Moreover, the energy efficiency of the apparatus can be further improved by charging the power storage means by regenerative control of the electric motor.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment is connected to an engine 22 and a crankshaft 26 of the engine 22 via a clutch C1 and is connected to drive wheels 66a and 66b via a differential gear 64. The first transmission 30 connected to 62, the second transmission 40 connected to the crankshaft 26 of the engine 22 via the clutch C2 and connected to the drive shaft 62, and the input of the second transmission 40 A motor 50 connected to the shaft 41 and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The first transmission 30 and the second transmission 40 function as different independent transmissions, and both of them are switched by turning on and off the clutch C1 and the clutch C2 and switching the gear stages of the first transmission 30 and the second transmission 40. In addition, it is possible to function as a six-speed transmission with a reverse gear that shifts the power from the engine 22 or the power from the motor 50 and transmits it to the drive shaft 62.

  The first transmission 30 uses a driving shaft 62 to drive the power input to the input shaft 31 connected to the crankshaft 26 of the engine 22 via the gears 28a and 28b and the clutch C1, using any of the three speeds. The transmission is configured as a three-speed transmission with a reverse gear that transmits to the first gear and performs a one-speed reverse shift. The input gears 32a to 32d are attached to the input shaft 31, and the drive shaft 62 is connected to the gears 61a and 61b. Output gears 34a and 34b attached to the output shaft 33 connected in this way, three-stage transmission gears 35a to 35c respectively connected to the input gears 32a to 32c, a reverse gear 39a connected to the input gear 32d and transmission A gear 39b and an annular connecting gear 36a for selectively connecting the output gears 34a and 34b to the transmission gears 35a to 35c and the transmission gear 39b; Comprising a 6b, the connecting gear 36a, the operation member 37a for operating the release of the connection and the connection by 36b, and 37b, the operation member 37a, and an actuator 38 for driving the 37b. The coupling gears 36a and 36b are coupled to the corresponding output gears 34a and 34b, respectively, and are slid to the left and right by operating the operation members 37a and 37b. You can take one position. The first transmission 30 can be in a neutral state in which the input shaft 31 and the output shaft 33 (drive shaft 62) are separated by setting both the coupling gears 36a and 36b to the center position in the drawing. The first transmission 30 connects the output gear 34a and the transmission gear 35a with the connecting gear 36a at the right position in the figure, and the connecting gear 36b at the center position in the figure, thereby driving the power of the input shaft 31 to the input gear. 32a, the transmission gear 35a, and the output gear 34a are connected to each other to change the speed by the gear stage (first speed) and output to the drive shaft 62. The output gear 34a and the transmission gear 35b are connected with the connection gear 36a as the left position in the figure. At the same time, by setting the connecting gear 36b to the center position in the figure, the power of the input shaft 31 is shifted by the gear stage (third speed) by the connection of the input gear 32b, the transmission gear 35b, and the output gear 34a to the drive shaft 62. The output gear 34b and the transmission gear 35c are connected with the connecting gear 36b at the right position in the figure, and the connecting gear 36a is in the center in the figure. Shift and outputs to the drive shaft 62 by the gear by connecting the power of the input shaft 31 and the input gear 32c and the transmission gear 35c and the output gear 34b (5 speed) by a position. Further, the first transmission 30 connects the output gear 34b and the transmission gear 39b with the connecting gear 36b at the left position in the figure, and the connecting gear 36a at the center position in the figure, thereby increasing the power of the input shaft 31. The speed is changed by the gear stage (reverse) by the connection of the input gear 32d and the reverse gear 39a, and the transmission gear 39b and the output gear 34b, and is output to the drive shaft 62.

  The second transmission 40 uses the driving shaft 62 to drive the power input to the input shaft 41 connected to the crankshaft 26 of the engine 22 via the gears 28a and 28c and the clutch C2 using any one of the three shift speeds. Is configured as a three-speed transmission that is transmitted to the input shaft 42, and is attached to the input shaft 42a to 42c attached to the input shaft 41 and the output shaft 43 connected to the drive shaft 62 via gears 61a and 61c. Output gears 44a and 44b, three-stage transmission gears 45a to 45c connected to the input gears 42a to 42c, respectively, and an annular connecting gear 46a that selectively connects the output gears 44a and 44b to the transmission gears 45a to 45c. , 46b, operating members 47a, 47b for operating the connecting gears 46a, 46b and releasing the connection, and driving the operating members 47a, 47b And an actuator 48. The connection gears 46a and 46b are connected to the corresponding output gears 44a and 44b, respectively, and slide to the left and right by operating the operation members 47a and 47b. One of the two positions can be taken, and the connection gear 46b can take one of the two positions on the left and right in the figure. The second transmission 40 has a neutral position in which the input shaft 41 and the output shaft 43 (drive shaft 62) are separated by setting the connection gear 46a to the center position in the figure and the connection gear 46b to the left position in the figure. It can be in the state of. The second transmission 40 connects the output gear 44a and the transmission gear 45a with the connecting gear 46a at the right position in the figure, and the connecting gear 46b at the left position in the figure, thereby driving the power of the input shaft 41 to the input gear. 42a, the transmission gear 45a, and the output gear 44a are connected to each other to change the speed (second speed) and output to the drive shaft 62. The output gear 44a and the transmission gear 45b are connected with the connection gear 46a as the left position in the figure. At the same time, when the connecting gear 46b is set to the left position in the drawing, the power of the input shaft 41 is shifted by the gear stage (fourth speed) by connecting the input gear 42b, the transmission gear 45b and the output gear 44a to the drive shaft 62. The output gear 44b and the transmission gear 45c are connected with the connecting gear 46b at the right position in the figure, and the connecting gear 46a is connected to the center position in the figure. Shift and outputs to the drive shaft 62 by the gear by connecting the power of the input shaft 41 and the input gear 42c and the transmission gear 45c and the output gear 44b (6 speed) by a Deployment.

  The motor 50 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and exchanges electric power with the battery 54 via the inverter 52. The motor 50 is driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 56. Applied to the motor ECU 56 is a signal necessary for driving and controlling the motor 50, for example, a signal from a rotational position detection sensor 51 for detecting the rotational position of the rotor of the motor 50 or a motor 50 detected by a current sensor (not shown). A phase control current is input, and a switching control signal to the inverter 52 is output from the motor ECU 56. The motor ECU 56 also manages the battery 54. Signals necessary for managing the battery 54, for example, a voltage between terminals from a voltage sensor (not shown) attached between the terminals of the battery 54 and an output of the battery 54. A charge / discharge current from a current sensor (not shown) attached to a power line connected to the terminal, a battery temperature from a temperature sensor (not shown) attached to the battery 54, and the like are input. Capacitance SOC is calculated. The motor ECU 56 communicates with the hybrid electronic control unit 70, and controls the drive of the motor 50 by a control signal from the hybrid electronic control unit 70, and data on the operation state of the motor 50 and the state of the battery 54 as necessary. Is output to the hybrid electronic control unit 70.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81 and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. Further, from the hybrid electronic control unit 70, a drive signal to the clutch C1, a drive signal to the clutch C2, a drive signal to the actuator 38 of the first transmission 30, and a drive signal to the actuator 48 of the second transmission 40. Etc. are output via the output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24 and the motor ECU 56 via the communication port, and exchanges various control signals and data with the engine ECU 24 and the motor ECU 56.

  In the hybrid vehicle 20 of the embodiment thus configured, the engine 22, the motor 50, and the clutch are driven so that a torque corresponding to the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver is output to the drive shaft 62. C1, clutch C2, first transmission 30 and second transmission 40 are controlled. As a travel mode of the hybrid vehicle 20 of this embodiment, the clutch C1 and the clutch C2 are turned off, the power from the motor 50 is shifted by the second transmission 40 and output to the drive shaft 62, the clutch C1 and the clutch C2 is turned on and the first transmission 30 is in a neutral state, and the power from the engine 22 is changed by the first transmission 30 with the input / output of the power of the motor 50 as necessary and output to the drive shaft 62. The first transmission running mode, in which the clutch C1 is turned off and the clutch C2 is turned on, and the power from the engine 22 is shifted by the second transmission 40 with the input / output of the power of the motor 50 as required. The second transmission travel mode that is output to the shaft 62, the clutch C1 is turned on, and the clutch C2 is turned off. 2 is driven by the first transmission 30 and is output to the drive shaft 62. If necessary, the power from the motor 50 is shifted by the second transmission 40 and input / output to the drive shaft 62. There are modes. Which of these driving modes is used can be determined based on the performance of the engine 22, the performance of the motor 50, the capacity of the battery 54, the use of the hybrid vehicle 20, and the like.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart illustrating an example of an accelerator-off time drive control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) when the accelerator pedal 83 is turned off during traveling, and when the vehicle speed V becomes 0 and the accelerator pedal 83 is depressed. Execution is canceled.

  When the accelerator-off drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts from the shift position SP from the shift position sensor 82, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. Data necessary for control, such as the vehicle speed V, the engine speed Ne, the motor 50 speed Nm, the remaining capacity SOC of the battery 54, and the current gear stage n are input (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a crank angle detected by a crank position sensor (not shown) attached to the crankshaft 26 of the engine 22 and is input from the engine ECU 24 by communication. . Further, the rotation speed Nm of the motor 50 is calculated from the rotation position of the rotor of the motor 50 detected by the rotation position detection sensor 51 and is input from the motor ECU 56 by communication. Further, the remaining capacity SOC of the battery 54 is calculated based on the charge / discharge current of the battery 54 detected by the current sensor, and is input from the motor ECU 56 by communication. The current gear stage n is a gear stage currently set for the transmission that connects the crankshaft 26 of the engine 22 and the drive shaft 62 of the first transmission 30 and the second transmission 40. Yes, and what was set in step S150, which will be described later, is input.

  When the data is input in this way, whether the brake pedal 85 is not depressed, whether the brake is OFF, whether a downshift request is made for the shift position SP being less than the current gear n, whether the remaining capacity SOC is charged in the battery 54. It is respectively determined whether or not it is less than a predetermined amount S1 as a threshold for determining the possible state (steps S110 to S130). When it is determined that the brake is ON, it is determined that a downshift is not required, or when the remaining capacity SOC is less than the predetermined amount S1 and it is determined that the battery 54 cannot be charged, the crankshaft 26 and the drive shaft 62 of the engine 22 are determined. Is set to a gear position corresponding to the input shift position SP (step S140), the shift position SP is set to the current gear position n (step S150), and this routine is terminated. Here, the gear position is set so that the clutch C1 is on and the clutch C2 is off or the clutch C1 and the clutch C2 are on when the upshift or downshift is performed when the current gear stage n is the first, third, and fifth gears. Then, when the second transmission 40 is in the neutral state, the clutch C2 is turned off, and the second transmission 40 is upshifted or downshifted to a gear position (any of 2, 4 and 6 speeds) according to the shift position SP, and thereafter This is performed by controlling the clutch C1, the clutch C2, and the actuators 38 and 48 so that the clutch C1 is switched off and the clutch C2 is switched on. Upshifting is performed when the current shift speed n is 2, 4, and 6. Alternatively, when downshifting, the first transmission 30 is shifted from the state in which the clutch C1 is off and the clutch C2 is on. Clutch C1, clutch C2, and actuator 38 so that the clutch C1 is turned on and the clutch C2 is turned off. , 48 are controlled.

  On the other hand, if it is determined that the brake is OFF, a downshift is required, the remaining capacity SOC is less than the predetermined amount S1, and it is determined that the battery 54 can be charged, the gear stage that connects the crankshaft 26 of the engine 22 and the drive shaft 62 is The post-downshift speed Ne * as the speed of the engine 22 when it is assumed that a downshift has been made from the shift speed n in accordance with the shift position SP is calculated by the following equation (1) (step S160). Based on the post-shift speed Ne * and the input current speed Ne of the engine 22, a braking force increase amount ΔTe as an increase in engine brake torque when assuming a downshift is calculated by the following equation (2). (Step S170). Here, “γ (n)” in the equation (1) indicates the ratio (Ne / Nd) of the rotational speed Ne of the engine 22 to the rotational speed Nd of the drive shaft 62 at the current gear stage n, and “γ (SP ")" Indicates the ratio of the rotational speed Ne of the engine 22 to the rotational speed Nd of the drive shaft 62 at the shift position SP. Further, as shown in the equation (2), the braking force increase amount ΔTe is obtained by using the map to derive the engine brake torque at the current rotation speed Ne and the engine brake torque at the post-downshift rotation speed Ne *, respectively. It can be calculated by taking the deviation. An example of a map showing the relationship between the rotational speed of the engine 22 and the engine brake torque is shown in FIG.

Ne * ＝ Ne ・ γ (SP) / γ (n)… (1)
ΔTe = f1 (Ne) −f1 (Ne *) (2)

  When the braking force increase amount ΔTe is set, the current shift speed n is checked (step S180), and when it is determined that the current shift speed n is any of the second, fourth, and sixth speeds, it is based on the input rotational speed Nm of the motor 50. Then, a lower limit torque Tmin as a lower limit value of torque that may be input / output from the motor 50 is set (step S190), and the set lower limit torque Tmin is compared with the set braking force increase amount ΔTe (step S200). Here, in the embodiment, the lower limit torque Tmin corresponds to the map stored when the relationship between the rotation speed Nm of the motor 50 and the lower limit torque Tmin is obtained in advance and stored in the ROM 74 as a map. The lower limit torque Tmin is derived and set. An example of this map is shown in FIG. In the example of FIG. 4, the relationship between the rotational speed Nm of the motor 50 and the upper limit torque Tmax is also shown. If it is determined that the lower limit torque Tmin is larger than the braking force increase amount ΔTe, it is determined that the braking force increase amount ΔTe cannot be covered by the braking force generated by the regenerative control of the motor 50, and the regenerative control of the motor 50 is not performed. A gear position corresponding to the input shift position SP is set (step S140), the shift position SP is set to the current gear n (step S150), and this routine is terminated.

  On the other hand, if it is determined that the lower limit torque Tmin is equal to or less than the braking force increase amount ΔTe, it is determined that the braking force increase amount ΔTe can be covered with the braking force by the regenerative control of the motor 50 while maintaining the current shift speed n. Then, the braking force increase amount ΔTe is set to the torque command Tm * to be output from the motor 50 (step S210), and this routine is terminated. When torque command Tm * is set, torque command Tm * is transmitted to motor ECU 56. Receiving the torque command Tm *, the motor ECU 56 performs switching control of the switching element of the inverter 52 so that torque corresponding to the torque command Tm * is output from the motor 50. When the current gear stage n is any of 2, 4 and 6 speeds, the crankshaft 26 of the engine 22 and the drive shaft 62 are connected via the second transmission 40 and the motor 50 is also connected to the second transmission 40. Therefore, the engine brake and the brake by regenerative control of the motor 50 act on the drive shaft 62 via the second transmission 40.

  If it is determined in step S180 that the current gear stage n is one of the first, third and fifth speeds, the rotational speeds Nm (2) and Nm of the motor 50 in the second, fourth and sixth speed stages of the second transmission 40 are determined. (4) and Nm (6) are calculated by the following equations (3) to (5) (step S220), and the second speed change is performed based on the calculated rotational speeds Nm (2), Nm (4) and Nm (6). The lower limit torques Tmin (2), Tmin (4), and Tmin (6) at the second, fourth, and sixth speed stages of the machine 40 are calculated by the following equations (6) to (8) (step S230), and the calculated lower limit Each of torques Tmin (2), Tmin (4), and Tmin (6) is compared with a braking force increase amount ΔTe (step S240). Since the crankshaft 26 and the drive shaft 62 of the engine 22 are connected via the first transmission 30 when the current shift speed n is any one of the first, third, and fifth speeds, the second clutch C2 Is off, the second transmission 40 can take any of the second, fourth, and sixth speeds, and the regenerative control of the motor 50 is performed via the second gear 40 that is set to this arbitrary speed. The brake by can be applied to the drive shaft 62. Here, in Expressions (3) to (5), “k” is a coefficient for converting the vehicle speed V into the rotational speed Nd of the drive shaft 62, and “γm (2)” indicates the second transmission 40. The ratio (Nm / Nd) of the rotation speed Nm of the motor 50 to the rotation speed Nd of the drive shaft 62 when the second speed is set, and “γm (4)” is the drive when the second transmission 40 is set to the fourth speed. The ratio of the rotational speed Nm of the motor 50 to the rotational speed Nd of the shaft 62 is shown, and “γm (6)” represents the rotational speed of the motor 50 with respect to the rotational speed Nd of the drive shaft 62 when the second transmission 40 is set to 6 speed. The ratio of Nm is shown. Further, the lower limit torques Tmin (2), Tmin (4), and Tmin (6) are input from the motor 50 at the rotational speeds Nm (2), Nm (4), and Nm (6) using the map illustrated in FIG. A value derived and set as a lower limit of the torque that may be output can be obtained by converting it as torque on the crankshaft 26 of the engine 22. When all of the lower limit torques Tmin (2), Tmin (4), and Tmin (6) are larger than the braking force increase amount ΔTe, the second transmission 40 is controlled as any of the second, fourth, and sixth gears. It is determined that the power increase amount ΔTe cannot be covered by the braking force by the regenerative control of the motor 50, and the gear position corresponding to the input shift position SP is set without performing the regenerative control of the motor 50 (step S140). The shift position SP is set to the current gear n (step S150), and this routine is terminated.

Nm (2) ＝ k ・ V ・ γm (2)… (3)
Nm (4) ＝ k ・ V ・ γm (4)… (4)
Nm (6) ＝ k ・ V ・ γm (6)… (5)
Tmin (2) ＝ f2 (Nm (2)) ・ γm (2) / γ (n)… (6)
Tmin (4) ＝ f2 (Nm (4)) ・ γm (4) / γ (n) (7)
Tmin (6) ＝ f2 (Nm (6)) ・ γm (6) / γ (n)… (8)

  On the other hand, if any of the lower limit torques Tmin (2), Tmin (4), and Tmin (6) is determined to be equal to or less than the braking force increase amount ΔTe, one of the second, fourth, and sixth speeds of the second transmission 40 is determined. It is determined that the braking force increase amount ΔTe can be covered by the braking force by the regenerative control of the motor 50 according to the gear position, the remaining capacity SOC of the battery 54 is checked (step S250), and the remaining capacity SOC is smaller than the predetermined amount S1. When it is determined that the value is greater than the fixed amount S2, the lower limit torques Tmin (2), Tmin (4), and Tmin (6) satisfy the condition that the braking force increase amount ΔTe or less is satisfied as the shift stage of the second transmission 40. When the accelerator pedal 83 is depressed, an acceleration-priority gear stage that can respond quickly is set (step S260), and the remaining SOC is determined to be equal to or less than the predetermined amount S2. A regenerative efficiency priority shift stage in which the regenerative efficiency of the motor 50 is maximized is set within a range where the lower limit torques Tmin (2), Tmin (4), and Tmin (6) satisfy the condition that the braking force increase amount ΔTe or less. (Step S270), the torque command Tm * of the motor 50 is set according to the following equations (9) to (11) based on the set gear position of the second transmission 40 (Step S280), and this routine ends. Here, “Tm *” in Expression (9) indicates a torque command when the second transmission 40 is set to the second speed, and “Tm *” in Expression (10) indicates the second transmission 40. A torque command when set to the fourth speed is shown, and “Tm *” in the equation (11) indicates a torque command when the second transmission 40 is set to the sixth speed. Note that “γ (n) / γm (2)”, “γ (n) / γm (4)”, and “γ (n) / γm (6)” in the expressions (9) to (11) are the engine 22. The torque on the crankshaft 26 is converted into torque on the rotating shaft (input shaft 41) of the motor 50. The control of the motor 50 based on the torque command Tm * has been described above. The acceleration-priority gear position in step S260 is, for example, the upper limit torques Tmax (2), Tmax (4), and Tmax (6) at the second, fourth, and sixth gear stages of the second transmission 40 are set to the rotational speed Nm (2 ), Nm (4), and Nm (6) are calculated by the following equations (12) to (14), and can be performed by setting a gear position at which the upper limit torque becomes as large as possible. The upper limit torques Tmax (2), Tmax (4), and Tmax (6) are input / output from the motor 50 at the rotational speeds Nm (2), Nm (4), and Nm (6) using the map illustrated in FIG. What is set as the upper limit of the torque that may be obtained can be obtained by converting the torque on the crankshaft 26 of the engine 22. Further, the regenerative efficiency prioritized shift speed in step S270 can be performed by setting a shift speed at which the regenerative efficiency becomes as large as possible based on, for example, the rotation speed, torque, and regenerative efficiency determination map of the motor 50. An example of this regeneration efficiency determination map is shown in FIG.

Tm * ＝ ΔTe ・ γ (n) / γm (2) (9)
Tm * ＝ ΔTe ・ γ (n) / γm (4)… (10)
Tm * ＝ ΔTe ・ γ (n) / γm (6)… (11)
Tmax (2) ＝ f2 (Nm (2)) ・ γm (2) / γ (n) (12)
Tmax (4) = f2 (Nm (4)) ・ γm (4) / γ (n) (13)
Tmax (6) = f2 (Nm (6)) ・ γm (6) / γ (n) (14)

  According to the hybrid vehicle 20 of the embodiment described above, when the shift lever 81 is operated to the downshift side while traveling with the accelerator off, the current shift stage n is maintained and the downshift operation is performed. The increase in braking force (braking force increase amount ΔTe) is output by using the regenerative control of the motor 50 with good responsiveness, so that energy efficiency can be further improved and the feeling for the downshift operation of the shift lever 81 can be improved. It can be good. In addition, when the remaining capacity SOC is equal to or greater than the predetermined amount S1 and the battery 54 cannot be charged, the transmission that connects the crankshaft 26 and the drive shaft 62 of the engine 22 is set to the gear position corresponding to the shift position SP. Overcharge can be suppressed. Further, when lower limit torque Tmin as a lower limit of torque that may be input / output from motor 50 is larger than braking force increase amount ΔTe, regenerative control of motor 50 is not performed and crankshaft 26 and drive shaft 62 of engine 22 are connected. Since the gear position of the transmission to be coupled is determined according to the shift position SP, it is possible to suppress the motor 50 from being regeneratively controlled beyond the lower limit torque Tmin.

  Further, according to the hybrid vehicle 20 of the embodiment, when the current shift stage n when the downshift operation is performed is any one of the first, third, and fifth speeds, the remaining capacity SOC of the battery 54 is greater than the predetermined amount S2. When it is larger, the second transmission 40 is set to a speed stage with priority on acceleration, and when the remaining capacity SOC is equal to or less than the predetermined amount S2, the second transmission 40 is set to a speed stage with priority on regeneration efficiency. The efficiency can be improved and the acceleration performance of the vehicle can be improved.

  In the hybrid vehicle 20 of the embodiment, when the shift lever 81 is operated to the shift position SP on the downshift side, the lower limit torque Tmin is the amount of increase in braking force when the current shift speed n is any of 2, 4 and 6 speeds. When it is equal to or less than ΔTe, the current shift stage n is maintained and the braking force increase amount ΔTe is output using regenerative control of the motor 50. When the lower limit torque Tmin is larger than the braking force increase amount ΔTe, the crankshaft 26 of the engine 22 is driven. Although the gear position of the transmission connected to the shaft 62 is set to be in accordance with the shift position SP, the regenerative control of the motor 50 is performed when the current gear speed n is any of 2, 4 and 6 speeds. The gear position of the transmission that connects the crankshaft 26 and the drive shaft 62 of the engine 22 without depending on the shift position SP. It may be set to.

  In the hybrid vehicle 20 of the embodiment, when the shift lever 81 is operated to the shift position SP on the downshift side, the remaining capacity SOC is greater than the predetermined amount S2 when the current shift speed n is any of 1, 3 and 5 speeds. Is set to be the priority of acceleration as the speed of the second transmission 40, and when the remaining capacity SOC is equal to or less than the predetermined amount S2, the speed of priority to regeneration efficiency is set as the speed of the second transmission 40. However, the gear position may be set so that the regeneration efficiency tends to increase as the remaining capacity SOC decreases, or the speed stage may set such that the acceleration performance increases as the remaining capacity SOC increases. Regardless of the regeneration efficiency and acceleration performance, the lower limit torques Tmin (2), Tmin (4), and Tmin (6) satisfy the condition that the braking force increase amount ΔTe or less. That may be set to any gear position.

  In the hybrid vehicle 20 of the embodiment, a three-speed transmission with reverse is used as the first transmission 30 and a three-speed transmission is used as the second transmission 40, and both are combined to change the six-speed transmission with reverse. The first transmission 30 and the second transmission 40 may be a transmission having two or less stages or a transmission having four or more stages. In this case, the first transmission 30 and the second transmission 40 may have the same number of gears or different gears.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine at the time of the accelerator off performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between the rotation speed Ne of the engine 22, and an engine brake torque. It is explanatory drawing which shows an example of the relationship between the rotation speed Nm of the motor 50, and upper / lower limit torque Tmax, Tmin. It is explanatory drawing which shows an example of the relationship between the rotation speed Nm of the motor 50, torque Tm, and regeneration efficiency.

Explanation of symbols

20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28a-28c gear, 30 first transmission, 31 input shaft, 32a-32d input gear, 33 output shaft, 34a, 34b Output gear, 35a-35c Transmission gear, 36a, 36b Connection gear, 37a, 37b Operation member, 38 Actuator, 39a Reverse gear, 39b Transmission gear, 40 Second transmission, 41 Input shaft, 42a-42c Input gear, 43 Output Shaft, 44a, 44b Output gear, 45a-45c Transmission gear, 46a, 46b Connection gear, 47a, 47b Operation member, 48 Actuator, 50 Motor, 52 Inverter, 54 Battery, 56 Motor electronic control unit (motor ECU), 61a ~ 61c Gear, 62 Drive shaft, 64 Differential gear, 66a, 66b Drive wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake Pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, C1, C2 Clutch.

Claims (13)

A power transmission device that is mounted on an automobile equipped with an internal combustion engine and transmits power from the internal combustion engine to a drive shaft connected to an axle,
A first speed changer connected to the first input shaft and the drive shaft, and capable of shifting the power input to the first input shaft and transmitting it to the drive shaft;
A second transmission means connected to the second input shaft and the drive shaft, capable of shifting the power input to the second input shaft and transmitting the power to the drive shaft;
First connection release means capable of connecting and releasing the connection between the output shaft of the internal combustion engine and the first input shaft;
A second connection release means capable of connecting and releasing the connection between the output shaft of the internal combustion engine and the second input shaft;
An electric motor capable of inputting and outputting power to the second input shaft;
Power storage means capable of exchanging electric power with the electric motor;
The driver performs a downshift operation in a transmission state in which the accelerator is turned off during traveling and the braking force due to the rotational resistance of the internal combustion engine is transmitted to the drive shaft via the first transmission or the second transmission. And the internal combustion engine, the electric motor, and the first transmission means are maintained so that the transmission state is maintained and the braking force based on the downshift operation is applied to the drive shaft using the regeneration control of the electric motor. A power transmission device comprising: control means for controlling the second speed change means, the first connection release means, and the second connection release means. The power transmission device according to claim 1,
The first speed change means and the second speed change means have a plurality of different speed stages,
The control means includes a first transmission state in which a braking force due to the rotational resistance of the internal combustion engine is transmitted to the drive shaft via the first transmission means based on a predetermined condition, and a braking force due to the rotational resistance of the internal combustion engine. Switching between the second transmission state transmitted to the drive shaft via the second transmission means, and the internal combustion engine and the first shift so that the braking force based on the downshift operation acts on the drive shaft. The first shift control means, the second transmission means, the first connection release means and the second connection release means, and the downshift using the regenerative control of the electric motor while the transmission state is maintained. The internal combustion engine, the electric motor, the first transmission unit, the second transmission unit, the first connection release unit, and the second connection release unit are controlled so that a braking force according to the operation of the motor acts on the drive shaft. Do The power transmission device is a means for selectively executing one of the second control. The power transmission device according to claim 2,
A power storage amount detecting means for detecting a power storage amount of the power storage means;
The control means executes the first control when the detected storage amount is not less than a first predetermined amount, and executes the second control when the detected storage amount is less than the first predetermined amount. A power transmission device. The power transmission device according to claim 2 or 3,
A power storage amount detecting means for detecting a power storage amount of the power storage means;
When the downshift operation is performed in the first transmission state, the control means switches the transmission state from the first transmission state to the second transmission state as the first control. Controlling the internal combustion engine, the first speed change means, the second speed change means, the first connection release means, and the second connection release means so that a braking force according to an operation is applied to the drive shaft; As the second control, the first transmission state is maintained, and the internal combustion engine, the electric motor, and the first transmission means are applied so that the braking force according to the downshift operation is applied to the drive shaft by the regeneration control of the electric motor. And a power transmission device that controls the second speed change means, the first connection release means, and the second connection release means.   5. The power according to claim 4, wherein the control unit is a unit that sets the gear position of the second transmission unit based on the detected storage amount with the second connection release unit being disconnected as the second control. Transmission device.   6. The control means is means for selectively setting one of a regenerative efficiency priority shift stage and an acceleration priority shift stage as a shift stage of the second transmission means based on the detected amount of stored electricity. The power transmission device described.   The control means sets the acceleration priority shift stage as the shift stage of the second transmission means when the detected storage amount is equal to or greater than a second predetermined amount, and the detected storage amount is the second predetermined amount. The power transmission device according to claim 6, wherein when it is less than, the second transmission means is a means for setting the regenerative efficiency priority shift stage as a shift stage.   The control means is a braking force according to the downshift operation using regenerative control of the electric motor within an allowable range in which input / output from the electric motor is allowed among a plurality of shift stages of the second transmission means. The power transmission device according to any one of claims 4 to 7, wherein the power transmission device is a means for selecting a gear stage capable of acting on the drive shaft and setting it as a gear stage of the second transmission means.   The control means applies a braking force according to the downshift operation to the drive shaft using the regenerative control of the electric motor within the allowable range by any of the plurality of shift speeds of the second speed change means. 9. The power transmission device according to claim 8, which is means for executing the first control when it cannot be performed.   The control means switches the transmission state from the second transmission state to the first transmission state as the first control when the downshift operation is performed in the second transmission state. The internal combustion engine, the first transmission means, the second transmission means, the first connection release means, and the second connection release means are controlled so that a braking force according to a downshift operation is applied to the drive shaft. The second transmission state is maintained as the second control, and the internal combustion engine, the electric motor, and the electric motor are controlled so that a braking force according to the downshift operation is applied to the drive shaft by the regeneration control of the electric motor. The power transmission device according to any one of claims 2 to 9, which is means for controlling the first transmission means, the second transmission means, the first connection release means, and the second connection release means.   The control means performs the first control when the braking force corresponding to the downshift operation cannot be output to the drive shaft using regenerative control of the motor within an allowable range in which input / output from the motor is allowed. The power transmission device according to claim 10, which is means for executing.   An automobile equipped with an internal combustion engine and the power transmission device according to any one of claims 1 to 11. First transmission means mounted on a vehicle equipped with an internal combustion engine, connected to a first input shaft and a drive shaft coupled to the axle, and capable of shifting the power input to the first input shaft and transmitting it to the drive shaft A second transmission means connected to the second input shaft and the drive shaft and capable of shifting the power input to the second input shaft and transmitting it to the drive shaft; the output shaft of the internal combustion engine; A first connection release means capable of connecting to and releasing the connection from one input shaft; a second connection release means capable of connecting and releasing the connection between the output shaft of the internal combustion engine and the second input shaft; A control method for a power transmission device, comprising: an electric motor capable of inputting / outputting power to / from the second input shaft; and an electric storage means capable of exchanging electric power with the electric motor, wherein the power from the internal combustion engine is transmitted to the drive shaft. Because
The driver performs a downshift operation in a transmission state in which the accelerator is turned off during traveling and the braking force due to the rotational resistance of the internal combustion engine is transmitted to the drive shaft via the first transmission or the second transmission. And the internal combustion engine, the electric motor, and the first transmission means are maintained so that the transmission state is maintained and the braking force based on the downshift operation is applied to the drive shaft using the regenerative control of the electric motor. A method for controlling a power transmission device, wherein the second transmission means, the first connection release means, and the second connection release means are controlled.

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