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JP7513881B2 - Automatic transmission control device - Google Patents

Automatic transmission control device Download PDF

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Publication number
JP7513881B2
JP7513881B2 JP2020159783A JP2020159783A JP7513881B2 JP 7513881 B2 JP7513881 B2 JP 7513881B2 JP 2020159783 A JP2020159783 A JP 2020159783A JP 2020159783 A JP2020159783 A JP 2020159783A JP 7513881 B2 JP7513881 B2 JP 7513881B2
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JP
Japan
Prior art keywords
clutch
torque
during
period
automatic transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2020159783A
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Japanese (ja)
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JP2022053142A (en
Inventor
真也 赤川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Suzuki Motor Corp
Original Assignee
Suzuki Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to JP2020159783A priority Critical patent/JP7513881B2/en
Priority to FR2108959A priority patent/FR3114286B1/en
Priority to DE102021124617.2A priority patent/DE102021124617B4/en
Publication of JP2022053142A publication Critical patent/JP2022053142A/en
Application granted granted Critical
Publication of JP7513881B2 publication Critical patent/JP7513881B2/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46—Signals to a clutch outside the gearbox
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30421—Torque of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/148—Transmission output torque, e.g. measured or estimated torque at output drive shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Fluid Mechanics (AREA)
  • Physics & Mathematics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Description

本発明は、自動変速制御装置に関する。 The present invention relates to an automatic gear shift control device.

特許文献１には、ギアシフトフェーズ中に車輌の乗員に感じられる車輌の減速度を最小化することと、同時に、電気モータのエネルギ消耗を削減することを目的として、ギアシフトフェーズの開始の直前に、電気モータによって伝達され得る最大トルクの値が、熱機関によって車輪に伝達されている初期トルク値よりも低い場合に、熱機関によって車輪に伝達されているトルクが電気モータによって伝達され得る最大トルクの値と同等の減少トルク値になるまでの期間は、摩擦クラッチが徐々に切り離され、熱機関によって車輪に伝達されているトルクが減少トルク値から初期トルク値になるまでの期間は、摩擦クラッチが徐々に締結され、それぞれの期間では電気モータがトルクを伝達しないようにすることが記載されている。 Patent document 1 describes that, for the purpose of minimizing the deceleration of the vehicle felt by the vehicle occupants during the gear shift phase and at the same time reducing the energy consumption of the electric motor, if the value of the maximum torque that can be transmitted by the electric motor is lower than the initial torque value transmitted by the heat engine to the wheels immediately before the start of the gear shift phase, the friction clutch is gradually disengaged during the period until the torque transmitted by the heat engine to the wheels becomes a reduced torque value equivalent to the maximum torque value that can be transmitted by the electric motor, and the friction clutch is gradually engaged during the period until the torque transmitted by the heat engine to the wheels becomes from the reduced torque value to the initial torque value, so that the electric motor does not transmit torque during each period.

特開２０１９－５５７７１号公報JP 2019-55771 A

しかしながら、特許文献１において、ギアシフトフェーズの開始の直前に、電気モータによって伝達され得る最大トルクの値が、熱機関によって車輪に伝達されている初期トルク値よりも低い場合には、電気モータがトルクを伝達しない期間がある。その期間では、電気モータがトルクを伝達している期間よりも摩擦クラッチが緩やかに切り離されたり、締結されたりするため、変速完了までに時間がかかり、運転者に変速中の間延び感を感じさせるおそれがある。 However, in Patent Document 1, immediately before the start of the gear shift phase, if the value of the maximum torque that can be transmitted by the electric motor is lower than the initial torque value transmitted to the wheels by the heat engine, there is a period during which the electric motor does not transmit torque. During this period, the friction clutch is disengaged and engaged more slowly than during the period when the electric motor is transmitting torque, so it takes longer to complete the shift, which may cause the driver to feel a sluggishness during the shift.

そこで、本発明は、運転者に変速中の間延び感を感じさせることを抑えることができる自動変速制御装置を提供することを目的としている。 Therefore, the present invention aims to provide an automatic gear shift control device that can reduce the driver's sense of sluggishness during gear shifting.

上記課題を解決するため本発明は、エンジンと、モータと、前記エンジンの回転を変速して駆動軸に伝達する自動変速機と、前記エンジンと前記駆動軸との間の動力伝達を開放または接続するクラッチと、を備えるハイブリッド車両に搭載され、前記自動変速機及び前記クラッチを制御して、前記自動変速機の変速段の切替を制御する制御部を備える自動変速制御装置であって、前記制御部は、前記自動変速機の変速期間中において、前記自動変速機に出力されるクラッチトルクの変化が許容される所定の許容期間では前記クラッチの操作速度を速くするものである。 To solve the above problems, the present invention provides an automatic transmission control device that is mounted on a hybrid vehicle that includes an engine, a motor, an automatic transmission that changes the speed of the engine and transmits it to a drive shaft, and a clutch that connects or disconnects the power transmission between the engine and the drive shaft, and that includes a control unit that controls the automatic transmission and the clutch to control the switching of gear stages of the automatic transmission, and the control unit increases the operating speed of the clutch during a predetermined allowable period during which changes in the clutch torque output to the automatic transmission are permitted during the shifting period of the automatic transmission.

このように、本発明によれば、運転者に変速中の間延び感を感じさせることを抑えることができる。 In this way, the present invention can prevent the driver from feeling any sluggishness during gear changes.

図１は、本発明の一実施例に係るハイブリッド車両の概略構成図である。FIG. 1 is a schematic diagram of a hybrid vehicle according to an embodiment of the present invention. 図２は、本発明の一実施例に係る自動変速制御装置の変速時アシスト制御処理の手順を示すフローチャートである。FIG. 2 is a flow chart showing the procedure of the shift assist control process of the automatic shift control device according to one embodiment of the present invention. 図３は、本発明の一実施例に係る自動変速制御装置の変速時アシスト制御処理によるトルクの変化を示すタイムチャートである。FIG. 3 is a time chart showing a change in torque due to the shift assist control process of the automatic shift control device according to one embodiment of the present invention. 図４は、本発明の一実施例に係る自動変速制御装置の変速時アシスト制御処理によるクラッチの開放速度及び接続速度を三段階で変えた場合のトルクの変化を示すタイムチャートである。FIG. 4 is a time chart showing the change in torque when the clutch release speed and engagement speed are changed in three stages by the shift assist control process of the automatic shift control device according to one embodiment of the present invention.

本発明の一実施の形態に係る自動変速制御装置は、エンジンと、モータと、エンジンの回転を変速して駆動軸に伝達する自動変速機と、エンジンと駆動軸との間の動力伝達を開放または接続するクラッチと、を備えるハイブリッド車両に搭載され、自動変速機及びクラッチを制御して、自動変速機の変速段の切替を制御する制御部を備える自動変速制御装置であって、制御部は、自動変速機の変速期間中において、自動変速機に出力されるクラッチトルクの変化が許容される所定の許容期間ではクラッチの操作速度を速くするよう構成されている。 The automatic transmission control device according to one embodiment of the present invention is mounted on a hybrid vehicle equipped with an engine, a motor, an automatic transmission that changes the speed of the engine rotation and transmits it to the drive shaft, and a clutch that disconnects or connects the power transmission between the engine and the drive shaft, and includes a control unit that controls the automatic transmission and the clutch to control the switching of the gear stages of the automatic transmission, and the control unit is configured to increase the clutch operation speed during a predetermined allowable period during which changes in the clutch torque output to the automatic transmission are permitted during the automatic transmission's shift period.

これにより、本発明の一実施の形態に係る自動変速制御装置は、運転者に変速中の間延び感を感じさせることを抑えることができる。 As a result, the automatic gear shift control device according to one embodiment of the present invention can reduce the driver's sense of sluggishness during gear shifting.

以下、図面を参照して、本発明の実施例に係る自動変速制御装置を搭載したハイブリッド車両について詳細に説明する。 The following describes in detail a hybrid vehicle equipped with an automatic transmission control device according to an embodiment of the present invention, with reference to the drawings.

図１において、本発明の一実施例に係るハイブリッド車両１は、内燃機関としてのエンジン２と、自動変速機としての変速機３と、モータ４と、インバータ５と、バッテリとしての高電圧バッテリ６と、低電圧バッテリ７と、制御部８とを含んで構成される。 In FIG. 1, a hybrid vehicle 1 according to one embodiment of the present invention includes an engine 2 as an internal combustion engine, a transmission 3 as an automatic transmission, a motor 4, an inverter 5, a high-voltage battery 6 as a battery, a low-voltage battery 7, and a control unit 8.

エンジン２には、複数の気筒が形成されている。本実施例において、エンジン２は、各気筒に対して、吸気行程、圧縮行程、膨張行程および排気行程からなる一連の４行程を行なうように構成されている。 Engine 2 has multiple cylinders. In this embodiment, engine 2 is configured to perform a series of four strokes for each cylinder, consisting of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke.

エンジン２には、始動装置２１が連結されている。始動装置２１は、図示しないベルトを介してエンジン２のクランクシャフトに連結されている。始動装置２１は、電力が供給されることにより回転することでクランクシャフトを回転させて、エンジン２に始動時の回転力を与える。 A starting device 21 is connected to the engine 2. The starting device 21 is connected to the crankshaft of the engine 2 via a belt (not shown). The starting device 21 rotates when power is supplied to it, causing the crankshaft to rotate and providing the engine 2 with the rotational force required for starting.

始動装置２１は、スタータやＩＳＧ（Integrated Starter Generator）により構成される。始動装置２１として、スタータとＩＳＧの両方を備えるようにしてもよい。 The starting device 21 is composed of a starter and an ISG (Integrated Starter Generator). The starting device 21 may be equipped with both a starter and an ISG.

変速機３は、エンジン２から出力された回転を変速し、駆動軸１１を介して駆動輪１０を駆動する。変速機３は、平行軸歯車機構からなる常時噛合式の図示しない変速機構と、図示しないアクチュエータとを備えている。 The transmission 3 changes the speed of the rotation output from the engine 2 and drives the drive wheels 10 via the drive shaft 11. The transmission 3 includes a constant mesh type speed change mechanism (not shown) consisting of a parallel shaft gear mechanism, and an actuator (not shown).

エンジン２と変速機３の間には、乾式単板式のクラッチ３１が設けられており、クラッチ３１は、エンジン２と変速機３との間の動力伝達を接続または切断する。 A dry single-plate clutch 31 is provided between the engine 2 and the transmission 3, and the clutch 31 connects or disconnects the power transmission between the engine 2 and the transmission 3.

変速機３は、いわゆるＡＭＴ（Automated Manual Transmission）として構成されており、図示しないアクチュエータにより変速機構における変速段の切替えとクラッチ３１の断接が行なわれる。 The transmission 3 is configured as a so-called AMT (Automated Manual Transmission), and an actuator (not shown) switches the gears in the transmission mechanism and engages and disengages the clutch 31.

変速機３と駆動輪１０の間にはディファレンシャル機構３２が設けられている。ディファレンシャル機構３２と駆動輪１０は駆動軸１１により連結されている。 A differential mechanism 32 is provided between the transmission 3 and the drive wheels 10. The differential mechanism 32 and the drive wheels 10 are connected by a drive shaft 11.

モータ４は、ディファレンシャル機構３２に対して、チェーン等の図示しない減速機を介して連結されている。モータ４は、電動機として機能する。モータ４は、発電機としても機能し、ハイブリッド車両１の走行によって発電を行なう。 The motor 4 is connected to the differential mechanism 32 via a reduction gear (not shown), such as a chain. The motor 4 functions as an electric motor. The motor 4 also functions as a generator, generating electricity when the hybrid vehicle 1 is driven.

モータ４には、モータ４の温度を検出する温度センサ４１が設けられている。温度センサ４１は、制御部８に接続されている。 The motor 4 is provided with a temperature sensor 41 that detects the temperature of the motor 4. The temperature sensor 41 is connected to the control unit 8.

インバータ５は、制御部８の制御により、高電圧バッテリ６などから供給された直流の電力を、三相の交流電力に変換してモータ４に供給する。 Under the control of the control unit 8, the inverter 5 converts DC power supplied from a high-voltage battery 6 or the like into three-phase AC power and supplies it to the motor 4.

インバータ５は、制御部８の制御により、モータ４によって生成された三相の交流電力を直流の電力に変換する。この直流の電力は、例えば、高電圧バッテリ６を充電する。 Under the control of the control unit 8, the inverter 5 converts the three-phase AC power generated by the motor 4 into DC power. This DC power charges, for example, the high-voltage battery 6.

高電圧バッテリ６は、例えばリチウムイオン蓄電池で構成されている。高電圧バッテリ６は、インバータ５に電力を供給する。 The high-voltage battery 6 is, for example, a lithium-ion battery. The high-voltage battery 6 supplies power to the inverter 5.

高電圧バッテリ６には、バッテリ状態センサ６１が設けられている。バッテリ状態センサ６１は、高電圧バッテリ６の充放電電流、電圧及びバッテリ温度を検出する。バッテリ状態センサ６１は、制御部８に接続されている。制御部８は、バッテリ状態センサ６１の出力により高電圧バッテリ６の充電量を検知できるようになっている。 The high-voltage battery 6 is provided with a battery status sensor 61. The battery status sensor 61 detects the charge/discharge current, voltage, and battery temperature of the high-voltage battery 6. The battery status sensor 61 is connected to the control unit 8. The control unit 8 is capable of detecting the charge amount of the high-voltage battery 6 based on the output of the battery status sensor 61.

低電圧バッテリ７は、例えば鉛電池で構成されている。低電圧バッテリ７は、始動装置２１などのハイブリッド車両１の電気負荷に電力を供給する。 The low-voltage battery 7 is, for example, a lead battery. The low-voltage battery 7 supplies power to the electrical loads of the hybrid vehicle 1, such as the starting device 21.

このように、ハイブリッド車両１は、エンジン２とモータ４の両方の動力を車両の駆動に用いることが可能なパラレルハイブリッドシステムを構成しており、エンジン２及びモータ４の少なくとも一方が出力する動力により走行するようになっている。 In this way, the hybrid vehicle 1 forms a parallel hybrid system that can use the power of both the engine 2 and the motor 4 to drive the vehicle, and is designed to run using the power output by at least one of the engine 2 and the motor 4.

制御部８は、ＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、バックアップ用のデータなどを保存するフラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。 The control unit 8 is composed of a computer unit equipped with a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), flash memory for storing backup data, etc., input ports, and output ports.

このコンピュータユニットのＲＯＭには、各種定数や各種マップ等とともに、当該コンピュータユニットを制御部８として機能させるためのプログラムが格納されている。 The ROM of this computer unit stores various constants, maps, etc., as well as a program for causing the computer unit to function as the control unit 8.

すなわち、ＣＰＵがＲＡＭを作業領域としてＲＯＭに格納されたプログラムを実行することにより、これらのコンピュータユニットは、本実施例における制御部８として機能する。 In other words, the CPU executes the programs stored in the ROM using the RAM as a working area, and these computer units function as the control unit 8 in this embodiment.

制御部８の入力ポートには、上述の温度センサ４１、バッテリ状態センサ６１に加え、アクセル開度センサ８１、クラッチストロークセンサ８２を含む各種センサ類が接続されている。 In addition to the temperature sensor 41 and battery state sensor 61 mentioned above, various sensors including an accelerator opening sensor 81 and a clutch stroke sensor 82 are connected to the input port of the control unit 8.

アクセル開度センサ８１は、図示しないアクセルペダルの操作量をアクセル開度として検出する。クラッチストロークセンサ８２は、クラッチ３１の係合度を検出する。 The accelerator opening sensor 81 detects the amount of operation of the accelerator pedal (not shown) as the accelerator opening. The clutch stroke sensor 82 detects the degree of engagement of the clutch 31.

一方、制御部８の出力ポートには、上述の始動装置２１、変速機３のアクチュエータ、インバータ５に加え、図示しないインジェクタを含む各種制御対象類が接続されている。 On the other hand, the output port of the control unit 8 is connected to various control objects including the above-mentioned starting device 21, the actuator of the transmission 3, the inverter 5, and an injector (not shown).

本実施例において、制御部８は、アクセル開度などに基づいて、ドライバの要求するドライバ要求トルクを算出する。制御部８は、ドライバ要求トルクが駆動輪１０に出力されるようエンジン２、変速機３、クラッチ３１、モータ４を制御する。 In this embodiment, the control unit 8 calculates the driver requested torque based on the accelerator opening and other factors. The control unit 8 controls the engine 2, the transmission 3, the clutch 31, and the motor 4 so that the driver requested torque is output to the drive wheels 10.

また、制御部８は、例えば、アクセル開度と車速により変速機３の変速段を決定する変速マップに基づいて、隣接する変速段の境界線である変速線をアクセル開度と車速による点が跨いだとき、変速機３の変速段を変更するように変速機３とクラッチ３１を制御する。 The control unit 8 also controls the transmission 3 and the clutch 31 to change the gear stage of the transmission 3 when a point determined by the accelerator opening and vehicle speed crosses a gear line that is the boundary between adjacent gear stages, for example, based on a gear shift map that determines the gear stage of the transmission 3 according to the accelerator opening and vehicle speed.

制御部８は、変速時のクラッチ３１が開放されている間、モータ４から駆動輪１０に対してアシストトルクを出力する変速時アシスト制御を実行するようになっている。「クラッチ３１が開放されている間」とは、クラッチ３１の完全係合が解除されている期間（以下、この期間を「非完全係合期間」という）であり、当該非完全係合期間には、いわゆる半クラッチ状態が含まれる。半クラッチ状態とは、クラッチ３１の摩擦材同士がスリップした状態で係合して動力を伝達する状態をいう。 The control unit 8 is configured to execute assist control during gear shifting, which outputs assist torque from the motor 4 to the drive wheels 10 while the clutch 31 is disengaged during gear shifting. "While the clutch 31 is disengaged" refers to the period during which the clutch 31 is not fully engaged (hereinafter, this period will be referred to as the "non-engagement period"), and this non-engagement period includes a so-called half-clutch state. The half-clutch state refers to a state in which the friction materials of the clutch 31 are engaged in a slipping state to transmit power.

変速機構とエンジンとの間の動力伝達経路にクラッチが設けられた車両においては、変速時のクラッチの非完全係合期間中、エンジンからのトルクが駆動輪に伝達されないため、加減速感が喪失する、いわゆるトルク抜けが生じ、このトルク抜けによって空走感が生じてしまう。 In vehicles that have a clutch in the power transmission path between the gear shift mechanism and the engine, torque from the engine is not transmitted to the drive wheels during the period when the clutch is not fully engaged during gear shifting, resulting in a loss of feeling of acceleration/deceleration, or torque loss, which creates a feeling of freewheeling.

変速時アシスト制御は、変速時のクラッチ３１の非完全係合期間中にモータ４から駆動輪１０に対してアシストトルクを出力することで、トルク抜けによる空走感の発生を回避するものである。 The gear shift assist control prevents the feeling of freewheeling caused by torque loss by outputting assist torque from the motor 4 to the drive wheels 10 while the clutch 31 is not fully engaged during gear shifting.

制御部８は、変速時のクラッチ３１の非完全係合期間中において、クラッチトルクの変化が許容される所定の許容期間では、クラッチ３１の操作速度を速くする。クラッチ３１の操作速度とは、クラッチ３１の開放速度または接続速度のことである。 During a period when the clutch 31 is not fully engaged during a gear shift, the control unit 8 increases the operating speed of the clutch 31 for a predetermined allowable period during which changes in clutch torque are allowed. The operating speed of the clutch 31 refers to the release speed or engagement speed of the clutch 31.

クラッチトルクとは、変速機３の出力軸のトルクであり、ディファレンシャル機構３２に出力されるトルクである。 Clutch torque is the torque of the output shaft of the transmission 3, and is the torque output to the differential mechanism 32.

許容期間は、変速時のクラッチ開放過程またはクラッチ接続過程における、クラッチトルクが変速開始時のモータ４の出力可能な最大トルクであるモータ出力可能トルクより所定量大きなトルク以下の期間である。 The permissible period is the period during which the clutch torque during the clutch release or clutch engagement process during gear shifting is equal to or less than a predetermined amount greater than the motor output torque, which is the maximum torque that the motor 4 can output at the start of the gear shift.

クラッチ開放過程とは、クラッチ３１の完全係合が解除され始めてから、クラッチ３１が完全に開放されるまでの期間をいう。 The clutch release process refers to the period from when the clutch 31 begins to be fully disengaged until the clutch 31 is completely released.

クラッチ接続過程とは、変速機３の変速機構の変速段切替後に、クラッチ３１の係合が開始してから、クラッチ３１が完全に係合されるまでの期間をいう。 The clutch engagement process refers to the period from when the clutch 31 starts to engage after the gear shift mechanism of the transmission 3 is changed to when the clutch 31 is fully engaged.

すなわち、クラッチ開放過程での許容期間は、クラッチトルクがモータ出力可能トルクより所定量大きなトルク以下となってからクラッチ３１が完全に開放されるまでの期間である。また、クラッチ接続過程での許容期間は、クラッチ３１の係合が開始してからクラッチトルクがモータ出力可能トルクより所定量大きなトルクと等しくなるまでの期間である。 In other words, the permissible period during the clutch release process is the period from when the clutch torque becomes equal to or less than a torque that is a predetermined amount greater than the motor's output torque until the clutch 31 is completely released. Also, the permissible period during the clutch engagement process is the period from when the clutch 31 begins to engage until the clutch torque becomes equal to a torque that is a predetermined amount greater than the motor's output torque.

制御部８は、高電圧バッテリ６の充電量、またはモータ４の発熱状態に基づいてモータ出力可能トルクを算出する。 The control unit 8 calculates the motor's possible output torque based on the charge level of the high-voltage battery 6 or the heat generation state of the motor 4.

制御部８は、変速時のクラッチ開放過程またはクラッチ接続過程における、許容期間でのクラッチ３１の操作速度を、許容期間ではない期間でのクラッチ３１の操作速度より速くする。 The control unit 8 makes the operating speed of the clutch 31 during the permissible period during the clutch release process or clutch engagement process during gear shifting faster than the operating speed of the clutch 31 during a period that is not the permissible period.

制御部８は、変速時のクラッチ開放過程とクラッチ接続過程で、クラッチ３１の操作速度を変えてもよい。制御部８は、例えば、変速時のクラッチ開放過程の許容期間外でのクラッチの操作速度を第１速度とし、許容期間でのクラッチ操作速度を第２速度とすると、第２速度を第１速度より速くする。また、変速時のクラッチ接続過程の許容期間でのクラッチ操作速度を第３速度とし、許容期間外でのクラッチの操作速度を第４速度とすると、第３速度を第４速度より速くする。第１速度と第４速度、または第２速度と第３速度は、同じ速度でもよいし、異なる速度でもよい。 The control unit 8 may change the operation speed of the clutch 31 during the clutch release process and the clutch engagement process during gear shifting. For example, if the clutch operation speed during the clutch release process outside the allowable period during gear shifting is a first speed and the clutch operation speed during the allowable period is a second speed, the control unit 8 sets the second speed faster than the first speed. Also, if the clutch operation speed during the allowable period during the clutch engagement process during gear shifting is a third speed and the clutch operation speed outside the allowable period is a fourth speed, the control unit 8 sets the third speed faster than the fourth speed. The first speed and the fourth speed, or the second speed and the third speed, may be the same or different.

許容期間は、変速時のクラッチ開放過程とクラッチ接続過程で、長さを変えてもよい。制御部８は、例えば、変速時のクラッチ開放過程の、クラッチトルクが、モータ出力可能トルクよりαだけ大きなトルク以下である期間を許容期間とし、クラッチ接続過程の、クラッチトルクがモータ出力可能トルクよりβだけ大きなトルク以下である期間を許容期間とする。αとβは、同じ値でもよいし、異なる値でもよい。 The length of the permissible period may be different between the clutch release process and the clutch engagement process during gear shifting. For example, the control unit 8 determines the permissible period as the period during the clutch release process during gear shifting during which the clutch torque is equal to or less than a torque that is α greater than the motor's available output torque, and the permissible period as the period during the clutch engagement process during which the clutch torque is equal to or less than a torque that is β greater than the motor's available output torque. α and β may be the same value or different values.

制御部８は、例えば、所定の周期でモータ出力可能トルクを算出し、クラッチトルクがモータ出力可能トルク＋αと等しくなった時点でクラッチ開放速度を速めるようにしてもよい。 The control unit 8 may, for example, calculate the motor output torque at a predetermined period and increase the clutch release speed when the clutch torque becomes equal to the motor output torque + α.

制御部８は、クラッチ開放過程での許容期間よりも、クラッチ接続過程での許容期間を長くするとよい。 The control unit 8 may set the allowable period during the clutch engagement process to be longer than the allowable period during the clutch release process.

許容期間は、非アシスト期間と、アシスト期間を有する。非アシスト期間は、変速時のクラッチ開放過程またはクラッチ接続過程において、クラッチトルクが変速開始時のモータ４の出力可能な最大トルクであるモータ出力可能トルクよりも大きく、モータ４によるアシストトルクが出力されない期間である。アシスト期間は、変速時のクラッチ開放過程またはクラッチ接続過程において、クラッチトルクがモータ出力可能トルク以下であり、モータ出力可能トルクとクラッチトルクの差分トルクがモータ４でアシストされる期間である。 The allowable period has a non-assist period and an assist period. The non-assist period is a period during which, during the clutch release process or clutch engagement process at the time of gear shifting, the clutch torque is greater than the motor output torque, which is the maximum torque that the motor 4 can output at the start of the gear shift, and no assist torque is output by the motor 4. The assist period is a period during which, during the clutch release process or clutch engagement process at the time of gear shifting, the clutch torque is equal to or less than the motor output torque, and the differential torque between the motor output torque and the clutch torque is assisted by the motor 4.

制御部８は、非アシスト期間とアシスト期間でクラッチ３１の操作速度を変えてもよい。制御部８は、アシスト期間のクラッチ３１の操作速度を、非アシスト期間のクラッチ３１の操作速度より速くするとよい。 The control unit 8 may change the operating speed of the clutch 31 between the non-assisted period and the assisted period. The control unit 8 may set the operating speed of the clutch 31 in the assisted period to be faster than the operating speed of the clutch 31 in the non-assisted period.

制御部８は、変速時のクラッチ開放過程とクラッチ接続過程で、非アシスト期間またはアシスト期間でのクラッチ３１の操作速度を変えてもよい。 The control unit 8 may change the operation speed of the clutch 31 during the non-assist period or the assist period during the clutch release process and the clutch engagement process during gear shifting.

制御部８は、運転者による加速要求がある場合、変速時のクラッチ接続過程の許容期間を長くしてもよい。制御部８は、例えば、所定時間間隔でアクセル踏込量や時間に対するアクセル踏込量の増加量を算出し、クラッチ３１の係合開始の所定時間前からクラッチ３１の係合開始までの間の、アクセル踏込量や時間に対するアクセル踏込量の増加量が所定値以上となった場合、運転者による加速要求があると判定する。 The control unit 8 may extend the allowable period for the clutch engagement process during gear shifting when there is a driver's request for acceleration. For example, the control unit 8 calculates the accelerator depression amount and the increase in accelerator depression amount relative to time at a predetermined time interval, and determines that there is a driver's request for acceleration when the increase in accelerator depression amount relative to the accelerator depression amount and time from a predetermined time before the clutch 31 starts to engage to the clutch 31 starts to engage is equal to or greater than a predetermined value.

また、制御部８は、例えば、運転者により走行モードとしてスポーツ走行モードが選択されているときに、運転者による加速要求があると判定する。スポーツ走行モードとは、通常時よりも車両の走行性能を向上させる走行モードであり、スポーティな走行を行なうことに適する走行モードである。 The control unit 8 also determines that the driver has requested acceleration when, for example, the driver has selected the sports driving mode as the driving mode. The sports driving mode is a driving mode that improves the vehicle's driving performance compared to normal driving, and is a driving mode suitable for sporty driving.

制御部８は、例えば、アクセル踏込量に応じて変速時のクラッチ接続過程の許容期間を長くしてもよい。この場合、アクセル踏込量が大きくなるほど許容期間を長くするとよい。 The control unit 8 may, for example, increase the allowable period for the clutch engagement process during gear shifting depending on the amount of accelerator depression. In this case, it is preferable to increase the allowable period as the amount of accelerator depression increases.

以上のように構成された本実施例に係る自動変速制御装置による変速時アシスト制御処理について、図２を参照して説明する。なお、以下に説明する変速時アシスト制御処理は、制御部８が動作を開始すると開始され、予め設定された時間間隔で実行される。 The shift assist control process performed by the automatic shift control device according to this embodiment, which is configured as described above, will be described with reference to FIG. 2. The shift assist control process described below is started when the control unit 8 starts operating, and is executed at preset time intervals.

ステップＳ１において、制御部８は、高電圧バッテリ６の充電量を検出する。ステップＳ１の処理を実行した後、制御部８は、ステップＳ２の処理を実行する。 In step S1, the control unit 8 detects the charge level of the high-voltage battery 6. After executing the process of step S1, the control unit 8 executes the process of step S2.

ステップＳ２において、制御部８は、変速を実行するか否かを判定する。制御部８は、例えば、車速やエンジン回転数などに基づいて変速を実行するか否かを判定する。 In step S2, the control unit 8 determines whether or not to perform a gear shift. The control unit 8 determines whether or not to perform a gear shift based on, for example, the vehicle speed, the engine speed, etc.

変速を実行すると判定した場合には、制御部８は、ステップＳ３の処理を実行する。変速を実行しないと判定した場合には、制御部８は、変速時アシスト制御処理を終了する。 If it is determined that a gear shift is to be performed, the control unit 8 executes the process of step S3. If it is determined that a gear shift is not to be performed, the control unit 8 ends the gear shift assist control process.

ステップＳ３において、制御部８は、高電圧バッテリ６の充電量からモータ出力可能トルクを算出する。ステップＳ３の処理を実行した後、制御部８は、ステップＳ４の処理を実行する。 In step S3, the control unit 8 calculates the motor's possible output torque from the charge level of the high-voltage battery 6. After executing the process of step S3, the control unit 8 executes the process of step S4.

ステップＳ４において、制御部８は、第１速度でクラッチ３１の開放を開始する。ステップＳ４の処理を実行した後、制御部８は、ステップＳ５の処理を実行する。 In step S4, the control unit 8 starts disengaging the clutch 31 at the first speed. After executing the process of step S4, the control unit 8 executes the process of step S5.

ステップＳ５において、制御部８は、クラッチトルクがモータ出力可能トルク＋αと等しくなったか否かを判定する。 In step S5, the control unit 8 determines whether the clutch torque is equal to the motor output torque + α.

クラッチトルクがモータ出力可能トルク＋αと等しくなったと判定した場合には、制御部８は、ステップＳ６の処理を実行する。クラッチトルクがモータ出力可能トルク＋αと等しくなっていないと判定した場合には、制御部８は、ステップＳ５の処理を繰り返す。 If it is determined that the clutch torque is equal to the motor output torque + α, the control unit 8 executes the process of step S6. If it is determined that the clutch torque is not equal to the motor output torque + α, the control unit 8 repeats the process of step S5.

ステップＳ６において、制御部８は、第２速度でクラッチ３１の開放を開始する。ステップＳ６の処理を実行した後、制御部８は、ステップＳ７の処理を実行する。 In step S6, the control unit 8 starts releasing the clutch 31 at the second speed. After executing the process of step S6, the control unit 8 executes the process of step S7.

ステップＳ７において、制御部８は、変速段の切替が完了したか否かを判定する。変速段の切替が完了したと判定した場合には、制御部８は、ステップＳ８の処理を実行する。変速段の切替が完了していないと判定した場合には、制御部８は、ステップＳ７の処理を繰り返す。 In step S7, the control unit 8 determines whether or not the gear shift has been completed. If it is determined that the gear shift has been completed, the control unit 8 executes the process of step S8. If it is determined that the gear shift has not been completed, the control unit 8 repeats the process of step S7.

ステップＳ８において、制御部８は、第３速度でクラッチ３１の係合を開始する。ステップＳ８の処理を実行した後、制御部８は、ステップＳ９の処理を実行する。 In step S8, the control unit 8 starts engaging the clutch 31 at the third speed. After executing the process of step S8, the control unit 8 executes the process of step S9.

ステップＳ９において、制御部８は、クラッチトルクがモータ出力可能トルク＋βと等しくなったか否かを判定する。 In step S9, the control unit 8 determines whether the clutch torque is equal to the motor output torque + β.

クラッチトルクがモータ出力可能トルク＋βと等しくなったと判定した場合には、制御部８は、ステップＳ１０の処理を実行する。クラッチトルクがモータ出力可能トルク＋βと等しくなっていないと判定した場合には、制御部８は、ステップＳ９の処理を繰り返す。 If it is determined that the clutch torque is equal to the motor output torque + β, the control unit 8 executes the process of step S10. If it is determined that the clutch torque is not equal to the motor output torque + β, the control unit 8 repeats the process of step S9.

ステップＳ１０において、制御部８は、第４速度でクラッチ３１の係合を開始する。ステップＳ１０の処理を実行した後、制御部８は、変速時アシスト制御処理を終了する。 In step S10, the control unit 8 starts engaging the clutch 31 at the fourth speed. After executing the process of step S10, the control unit 8 ends the shift assist control process.

このような変速時アシスト制御処理による動作について図３を参照して説明する。図３において、時刻ｔ１から時刻ｔ３までの期間、及び時刻ｔ４から時刻ｔ６までの期間が許容期間となる。また、時刻ｔ１から時刻ｔ３までの許容期間において、時刻ｔ１から時刻ｔ２までの期間が非アシスト期間、時刻ｔ２から時刻ｔ３までの期間がアシスト期間である。また、時刻ｔ４から時刻ｔ６までの許容期間において、時刻ｔ４から時刻ｔ５までの期間がアシスト期間、時刻ｔ５から時刻ｔ６までの期間が非アシスト期間である。 The operation of this type of shift assist control process will be described with reference to FIG. 3. In FIG. 3, the periods from time t1 to time t3 and from time t4 to time t6 are permissible periods. In the permissible period from time t1 to time t3, the period from time t1 to time t2 is the non-assist period, and the period from time t2 to time t3 is the assist period. In the permissible period from time t4 to time t6, the period from time t4 to time t5 is the assist period, and the period from time t5 to time t6 is the non-assist period.

変速処理が開始され、クラッチ３１の完全係合の解除が開始されると、第１速度でクラッチ３１が開放され、クラッチトルクが低下し、駆動軸１１に伝わるトータルトルク（クラッチトルクとモータトルクを合算したトルク）も低下していく。このとき、クラッチトルクがモータ出力可能トルクより大きいため、モータ４によるアシストトルクの出力は行なわれない。 When the gear shift process starts and the clutch 31 starts to be released from full engagement, the clutch 31 is released at the first speed, the clutch torque decreases, and the total torque (the sum of the clutch torque and the motor torque) transmitted to the drive shaft 11 also decreases. At this time, the clutch torque is greater than the motor outputtable torque, so the motor 4 does not output assist torque.

時刻ｔ１において、クラッチトルクがモータ出力可能トルク＋αと等しくなると、クラッチ３１の開放速度が第１速度より速い第２速度に速められる。 At time t1, when the clutch torque becomes equal to the motor output torque + α, the release speed of the clutch 31 is increased to a second speed that is faster than the first speed.

時刻ｔ２において、クラッチトルクがモータ出力可能トルクと等しくなると、モータ出力可能トルクとクラッチトルクとの差がアシストトルクとしてモータ４から出力される。 At time t2, when the clutch torque becomes equal to the motor output torque, the difference between the motor output torque and the clutch torque is output from motor 4 as assist torque.

時刻ｔ３において、クラッチ３１が完全に開放されると、変速機３の変速機構の変速段の切替が開始され、その間は、モータ４によるモータ出力可能トルクでのモータアシストが行なわれる。 At time t3, when the clutch 31 is completely released, the gear shifting mechanism of the transmission 3 starts to change gears, during which time the motor 4 provides motor assistance at the motor's available torque.

時刻ｔ４において、変速機３の変速機構の変速段の切替が完了すると、クラッチ３１の係合が、例えば第２速度と同等の第３速度で開始され、モータ４によるアシストトルクは、クラッチトルクとの和がモータ出力可能トルクと等しくなるように減らされる。 At time t4, when the gear change of the transmission 3's speed change mechanism is completed, the clutch 31 begins to engage, for example, at a third speed that is equal to the second speed, and the assist torque by the motor 4 is reduced so that the sum of the assist torque and the clutch torque becomes equal to the motor's outputtable torque.

時刻ｔ５において、クラッチトルクがモータ出力可能トルクと等しくなると、モータ４によるアシストトルクは無くなる。 At time t5, when the clutch torque becomes equal to the motor's outputtable torque, the assist torque from motor 4 disappears.

時刻ｔ６において、クラッチトルクがモータ出力可能トルク＋βと等しくなると、クラッチ３１の接続速度が第４速度に減速される。そして、時刻ｔ７においてクラッチ３１が完全係合して、変速処理が終了する。 At time t6, when the clutch torque becomes equal to the motor output torque + β, the connection speed of the clutch 31 is decelerated to the fourth speed. Then, at time t7, the clutch 31 is fully engaged and the gear shift process is completed.

図４は、変速時のクラッチ開放過程とクラッチ接続過程において、許容期間のアシスト期間と非アシスト期間でクラッチ３１の操作速度を変えた場合の動作を示している。すなわち、図４は、クラッチ３１の開放速度及び接続速度を３段階で変える場合を示している。 Figure 4 shows the operation when the clutch 31 operation speed is changed during the clutch release process and clutch engagement process during gear shifting in the assist period and non-assist period of the permissible period. In other words, Figure 4 shows a case where the clutch 31 release speed and engagement speed are changed in three stages.

図４において、変速処理が開始され、クラッチ３１の完全係合の解除が開始されると、第１速度でクラッチ３１が開放され、クラッチトルクが低下し、駆動軸１１に伝わるトータルトルクも低下していく。このとき、クラッチトルクがモータ出力可能トルクより大きいため、モータ４によるアシストトルクの出力は行なわれない。 In FIG. 4, when the gear shift process starts and the clutch 31 starts to be completely disengaged, the clutch 31 is released at the first speed, the clutch torque decreases, and the total torque transmitted to the drive shaft 11 also decreases. At this time, the clutch torque is greater than the motor outputtable torque, so the motor 4 does not output assist torque.

時刻ｔ１１において、クラッチトルクがモータ出力可能トルク＋αと等しくなると、クラッチ３１の開放速度が第１速度より速く第２速度より遅い速度に速められる。 At time t11, when the clutch torque becomes equal to the motor output torque + α, the release speed of the clutch 31 is increased to a speed faster than the first speed and slower than the second speed.

時刻ｔ１２において、クラッチトルクがモータ出力可能トルクと等しくなると、クラッチ３１の開放速度が第２速度に速められ、モータ出力可能トルクとクラッチトルクとの差がアシストトルクとしてモータ４から出力される。 At time t12, when the clutch torque becomes equal to the motor output torque, the release speed of the clutch 31 is increased to a second speed, and the difference between the motor output torque and the clutch torque is output from the motor 4 as the assist torque.

時刻ｔ１３において、クラッチ３１が完全に開放されると、変速機３の変速機構の変速段の切替が開始され、その間は、モータ４によるモータ出力可能トルクでのモータアシストが行なわれる。 At time t13, when the clutch 31 is completely released, the gear shifting mechanism of the transmission 3 starts to change gears, during which time the motor 4 provides motor assistance at the motor's available torque.

時刻ｔ１４において、変速機３の変速機構の変速段の切替が完了すると、第３速度でクラッチ３１の係合が開始され、モータ４によるアシストトルクは、モータ４によるアシストトルクとクラッチトルクの和がモータ出力可能トルクと等しくなるように減らされる。 At time t14, when the gear shifting of the transmission 3's speed change mechanism is completed, the clutch 31 begins to engage at the third speed, and the assist torque by the motor 4 is reduced so that the sum of the assist torque by the motor 4 and the clutch torque becomes equal to the motor outputtable torque.

時刻ｔ１５において、クラッチトルクがモータ出力可能トルクと等しくなると、クラッチ３１の接続速度が第３速度より遅く第４速度より速い速度に減速され、モータ４によるアシストトルクは無くなる。 At time t15, when the clutch torque becomes equal to the motor output torque, the connection speed of the clutch 31 is decelerated to a speed slower than the third speed and faster than the fourth speed, and the assist torque from the motor 4 is eliminated.

時刻ｔ１６において、クラッチトルクがモータ出力可能トルク＋βと等しくなると、クラッチ３１の接続速度が第４速度に減速される。そして、時刻ｔ１７においてクラッチ３１が完全係合して、変速処理が終了する。 At time t16, when the clutch torque becomes equal to the motor output torque + β, the connection speed of the clutch 31 is decelerated to the fourth speed. Then, at time t17, the clutch 31 is fully engaged and the gear shift process is completed.

このように、本実施例では、制御部８は、変速時のクラッチ３１の非完全係合期間中において、クラッチトルクの変化が許容される所定の許容期間では、クラッチ３１の操作速度を速くする。 In this way, in this embodiment, the control unit 8 increases the operating speed of the clutch 31 during a predetermined allowable period during which changes in clutch torque are permitted while the clutch 31 is not fully engaged during gear shifting.

これにより、変速中の駆動軸１１のトルク変動により発生するハイブリッド車両１の振動（変速ショック）をある程度許容しながら、クラッチ３１の操作速度を速めることで、変速ショックの抑制と、変速中に運転者に感じさせる間延び感の抑制と、を両立させることができる。 This allows for a certain degree of tolerance to vibrations (shift shock) in the hybrid vehicle 1 caused by torque fluctuations in the drive shaft 11 during gear shifting, while increasing the operating speed of the clutch 31, thereby making it possible to both suppress shift shock and reduce the sluggish feeling felt by the driver during gear shifting.

また、許容期間は、変速時のクラッチ開放過程及びクラッチ接続過程における、クラッチトルクがモータ出力可能トルクより所定量大きなトルク以下の期間である。 The permissible period is the period during which the clutch torque is equal to or less than a specified amount greater than the motor's output torque during the clutch release and clutch engagement processes during gear shifting.

これにより、クラッチトルクがモータ出力可能トルクより小さいモータ４によるアシストが可能である期間に加え、モータ４によるアシストの無い期間においてもクラッチ３１の操作速度を速くするため、変速時間を短縮させることができ、運転者に変速中の間延び感を感じさせることを抑えることができる。また、モータ４によるアシスト量を変えることなく、変速時間を短縮させることができる。 As a result, in addition to the period when assistance from the motor 4 is possible when the clutch torque is smaller than the motor output torque, the operation speed of the clutch 31 is increased even during the period when assistance from the motor 4 is not available, thereby shortening the gear shift time and preventing the driver from feeling a sluggish feeling during gear shifting. In addition, the gear shift time can be shortened without changing the amount of assistance from the motor 4.

また、許容期間は、クラッチ開放過程及びクラッチ接続過程において、クラッチトルクがモータ出力可能トルクよりも大きく、モータ４によるアシストトルクが出力されない非アシスト期間と、クラッチトルクがモータ出力可能トルク以下で、モータ出力可能トルクとクラッチトルクの差分トルクがモータ４によりアシストされるアシスト期間とを有する。 The allowable period also includes a non-assist period during the clutch release process and clutch engagement process in which the clutch torque is greater than the motor output torque and no assist torque is output by the motor 4, and an assist period in which the clutch torque is equal to or less than the motor output torque and the differential torque between the motor output torque and the clutch torque is assisted by the motor 4.

これにより、モータ４によるアシストが行われるアシスト期間に加え、モータ４によるアシストの無い非アシスト期間においてもクラッチ３１の操作速度を速くするため、変速時間を短縮させることができ、運転者に変速中の間延び感を感じさせることを抑えることができる。また、モータ４によるアシスト量を変えることなく、変速時間を短縮させることができる。 As a result, the operation speed of the clutch 31 is increased not only during the assist period when assistance is provided by the motor 4, but also during the non-assist period when assistance is not provided by the motor 4, thereby shortening the gear shift time and preventing the driver from feeling a sluggish feeling during gear shifting. In addition, the gear shift time can be shortened without changing the amount of assistance provided by the motor 4.

また、制御部８は、アシスト期間のクラッチ３１の操作速度を、非アシスト期間のクラッチ３１の操作速度より速くする。 The control unit 8 also makes the operating speed of the clutch 31 during the assist period faster than the operating speed of the clutch 31 during the non-assisted period.

これにより、非アシスト期間でのクラッチ３１の操作速度を、アシスト期間でのクラッチ３１の操作速度よりも遅くすることで、変速ショックの抑制と、変速中に運転者に感じさせる間延び感の抑制と、を両立させることができる。 By making the operating speed of the clutch 31 during the non-assisted period slower than the operating speed of the clutch 31 during the assisted period, it is possible to both suppress shift shock and suppress the sluggish feeling felt by the driver during shifting.

また、制御部８は、クラッチ開放過程での許容期間よりも、クラッチ接続過程での許容期間を長くする。 The control unit 8 also makes the allowable period during the clutch engagement process longer than the allowable period during the clutch release process.

これにより、クラッチ３１の操作速度を速くする期間が、クラッチ開放過程よりもクラッチ接続過程において長くされ、変速時間を短縮させることができ、運転者に変速中の間延び感を感じさせることを抑えることができる。 As a result, the period during which the clutch 31 operation speed is increased is made longer during the clutch engagement process than during the clutch release process, shortening the gear shift time and preventing the driver from feeling a sluggish feeling during gear shifting.

また、制御部８は、運転者による加速要求に応じて、変速時のクラッチ接続過程の許容期間を長くする。 The control unit 8 also extends the allowable period for the clutch engagement process during gear shifting in response to an acceleration request from the driver.

これにより、運転者の加速要求に応じて、クラッチ接続過程のクラッチ３１の操作速度を速める期間を長くすることで、変速時間を短縮させることができる。 This allows the shift time to be shortened by lengthening the period during which the clutch 31 operation speed is increased in response to the driver's request for acceleration.

また、運転者の加速要求に応じて、クラッチ接続過程のクラッチ３１の操作速度を速める期間を長くすることで、ハイブリッド車両１が加速側に引っ張られたとしても、運転者の加速要求に沿ったショックであるため、運転者にショックを感じさせることを抑えることができる。また、変速ショックの抑制と、変速中に運転者に感じさせる間延び感の抑制と、を両立させることができる。 In addition, by lengthening the period during which the operating speed of the clutch 31 during the clutch engagement process is increased in response to the driver's request for acceleration, even if the hybrid vehicle 1 is pulled toward the accelerating side, the shock felt by the driver can be suppressed because it is a shock that is in line with the driver's request for acceleration. In addition, it is possible to achieve both suppression of gear shift shock and suppression of the sluggish feeling felt by the driver during gear shifting.

本実施例では、各種センサ情報に基づき制御部８が各種の判定や算出を行なう例について説明したが、これに限らず、ハイブリッド車両１が外部サーバ等の車外装置と通信可能な通信部を備え、該通信部から送信された各種センサの検出情報に基づき車外装置によって各種の判定や算出が行なわれ、その判定結果や算出結果を通信部で受信して、その受信した判定結果や算出結果を用いて各種制御を行なってもよい。 In this embodiment, an example has been described in which the control unit 8 performs various determinations and calculations based on various sensor information, but the present invention is not limited to this. The hybrid vehicle 1 may also be provided with a communication unit capable of communicating with an external device such as an external server, and various determinations and calculations may be performed by the external device based on the detection information of the various sensors transmitted from the communication unit. The communication unit may receive the determination results and calculation results, and the received determination results and calculation results may be used to perform various controls.

本発明の実施例を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正及び等価物が次の請求項に含まれることが意図されている。 Although an embodiment of the present invention has been disclosed, it is apparent that modifications may be made by one of ordinary skill in the art without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

１ ハイブリッド車両
２ エンジン
３ 変速機（自動変速機）
４ モータ
６ 高電圧バッテリ（バッテリ）
８ 制御部
１１ 駆動軸
３１ クラッチ
４１ 温度センサ
６１ バッテリ状態センサ
８１ アクセル開度センサ
８２ クラッチストロークセンサ 1 Hybrid vehicle 2 Engine 3 Transmission (automatic transmission)
4 Motor 6 High voltage battery (battery)
8 Control unit 11 Drive shaft 31 Clutch 41 Temperature sensor 61 Battery state sensor 81 Accelerator opening sensor 82 Clutch stroke sensor

Claims (6)

エンジンと、モータと、前記エンジンの回転を変速して駆動軸に伝達する自動変速機と、前記エンジンと前記駆動軸との間の動力伝達を開放または接続するクラッチと、を備えるハイブリッド車両に搭載され、
前記自動変速機及び前記クラッチを制御して、前記自動変速機の変速段の切替を制御する制御部を備える自動変速制御装置であって、
前記制御部は、前記自動変速機の変速期間中において、前記自動変速機に出力されるクラッチトルクの変化が許容される所定の許容期間では前記クラッチの操作速度を速くする自動変速制御装置。 The hybrid vehicle is equipped with an engine, a motor, an automatic transmission that changes the speed of the engine and transmits the rotation to a drive shaft, and a clutch that disconnects or connects the power transmission between the engine and the drive shaft,
An automatic transmission control device including a control unit that controls the automatic transmission and the clutch to control shifting of the automatic transmission,
The control unit is an automatic gear shift control device that increases an operation speed of the clutch during a predetermined allowable period in which a change in clutch torque output to the automatic transmission is allowed during a gear shift period of the automatic transmission. 前記許容期間は、前記自動変速機の変速時のクラッチ開放過程及びクラッチ接続過程における、前記クラッチトルクがモータ出力可能トルクより所定量大きなトルク以下の期間である請求項１に記載の自動変速制御装置。 The automatic transmission control device according to claim 1, wherein the permissible period is a period during which the clutch torque is equal to or less than a torque that is a predetermined amount greater than the motor output torque during the clutch release process and clutch engagement process when the automatic transmission is shifting. 前記許容期間は、前記自動変速機の変速時のクラッチ開放過程及びクラッチ接続過程において、前記クラッチトルクがモータ出力可能トルクよりも大きく、前記モータによるアシストトルクが出力されない非アシスト期間と、前記クラッチトルクが前記モータ出力可能トルク以下で、前記モータ出力可能トルクと前記クラッチトルクの差分トルクが前記モータによりアシストされるアシスト期間とを有する請求項１に記載の自動変速制御装置。 The automatic transmission control device according to claim 1, wherein the permissible period includes a non-assist period during which the clutch torque is greater than the motor outputtable torque and the motor does not output assist torque during the clutch release process and clutch engagement process during gear shifting of the automatic transmission, and an assist period during which the clutch torque is equal to or less than the motor outputtable torque and the motor assists the differential torque between the motor outputtable torque and the clutch torque. 前記制御部は、前記自動変速機の変速時のクラッチ開放過程及びクラッチ接続過程において、前記非アシスト期間の前記クラッチの操作速度を、前記許容期間ではない期間の前記クラッチの操作速度より速くし、前記アシスト期間の前記クラッチの操作速度を、前記非アシスト期間の前記クラッチの操作速度より速くする請求項３に記載の自動変速制御装置。 The automatic shift control device according to claim 3, wherein the control unit, during the clutch release process and clutch engagement process when shifting the automatic transmission, makes the clutch operation speed in the non-assist period faster than the clutch operation speed in a period that is not the permissible period, and makes the clutch operation speed in the assist period faster than the clutch operation speed in the non-assist period. 前記制御部は、前記自動変速機の変速時のクラッチ開放過程での前記許容期間よりも、前記自動変速機の変速時のクラッチ接続過程での前記許容期間を長くする請求項１から請求項４のいずれか１項に記載の自動変速制御装置。 The automatic transmission control device according to any one of claims 1 to 4, wherein the control unit makes the permissible period during the clutch engagement process during the automatic transmission shift longer than the permissible period during the clutch release process during the automatic transmission shift. 前記制御部は、運転者による加速要求に応じて、前記自動変速機の変速時の前記クラッチ接続過程の前記許容期間を長くする請求項５に記載の自動変速制御装置。 The automatic transmission control device according to claim 5, wherein the control unit extends the permissible period of the clutch engagement process during shifting of the automatic transmission in response to an acceleration request from the driver.
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