WO2013111900A1 - 車両用駆動装置の制御装置 - Google Patents
車両用駆動装置の制御装置 Download PDFInfo
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- WO2013111900A1 WO2013111900A1 PCT/JP2013/051763 JP2013051763W WO2013111900A1 WO 2013111900 A1 WO2013111900 A1 WO 2013111900A1 JP 2013051763 W JP2013051763 W JP 2013051763W WO 2013111900 A1 WO2013111900 A1 WO 2013111900A1
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- speed
- engagement
- shift
- engagement device
- control
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Classifications
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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 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Definitions
- the present invention controls a vehicle drive device that is provided in the order of a disconnecting engagement device, a rotating electrical machine, and a speed change mechanism on a power transmission path that connects an internal combustion engine and wheels toward the wheel from the internal combustion engine. It relates to a control device.
- Patent Document 1 An apparatus described in Japanese Patent Application Laid-Open No. 2008-207643 (Patent Document 1) is already known as a control device that controls the above-described vehicle drive device.
- the corresponding member names in Patent Document 1 are quoted in [].
- this control device at the time of switching from the EV mode to the HEV mode, one of the plurality of shift engagement devices [fastening elements] provided in the speed change mechanism [automatic transmission AT] is brought into the slip engagement state. In this state, the disconnecting engagement device [starting clutch CL1] is engaged, and the rotational speed of the rotating electrical machine [motor generator MG] is increased to crank the internal combustion engine [engine E].
- Such slippage of the predetermined shift engagement device alleviates the occurrence of a starting shock due to transmission of unstable torque to the wheels during that time.
- the actual rotational speed of the input side rotating member in the speed change mechanism increases with the internal combustion engine start control.
- the amount of increase at this time can be considered to be the same regardless of the vehicle speed and the shift speed.
- the virtual increase in the synchronous rotational speed associated with the change in the shift speed is determined in proportion to the vehicle speed in accordance with the gear ratio of each shift speed. Therefore, depending on the vehicle speed, the rotational speed of the input-side rotating member that rises as a result of the internal combustion engine start control exceeds the synchronous rotational speed at the speed after the change (shift progress degree reaches 100%). There is a case. As a result, the shift control is immediately terminated, and the rotational speed of the input-side rotating member is subsequently pulled in (see FIG.
- the power transmission path connecting the internal combustion engine and the wheels according to the present invention is provided in the order of the disconnecting engagement device, the rotating electrical machine, and the speed change mechanism from the internal combustion engine toward the wheel.
- Characteristic configuration of a control device that controls a vehicle drive device in which the shift mechanism is configured to be able to switch between a plurality of shift speeds by controlling the state of engagement of a plurality of shift engagement devices includes a start control unit that executes an internal combustion engine start control for starting the internal combustion engine in a stopped state while shifting the disengaging engagement device from a released state to a direct-coupled engagement state, and at the time of the internal combustion engine start control
- a starting slip control unit that executes a starting slip control in which at least one of the plurality of shifting engagement devices is brought into a slip engagement state at the time of direct engagement of the disconnecting engagement device; and the start slip
- An object determining unit that determines, as a target engagement device, the gear shift engaging device that is brought into a slip engagement state by control, and the target determining
- the shift engagement device that is in the direct engagement state in order to form the reference shift stage at the start of the start slip control, the predetermined shift determined in advance from the reference shift stage.
- the normal release engagement device that is released when shifting to the gear is determined as the target engagement device.
- the gear shift engagement device that has been released and is released when shifting to the special gear position opposite to the reference gear position across the specific gear position in the order of the gear ratios of the plurality of gear positions.
- the special engagement device It lies in determining the engagement device.
- the “released state” means a state in which rotation and torque are not transmitted between the two engaging members engaged by the target engaging device. However, in this “released state”, the rotation and torque are transmitted unintentionally due to the rotation of the two engaging members even though the engaging device is controlled to the non-engaged state.
- the state of being included is included.
- the “slip engagement state” means a state in which the two engagement members are engaged with each other so as to be able to transmit torque with a differential rotational speed.
- the “directly engaged state” means a state in which the two engaging members are engaged in a state of rotating integrally. *
- the gear shift engagement device (target engagement device) that is brought into the slip engagement state by the start slip control can be appropriately determined according to the relationship between the vehicle speed and the determination speed.
- the normal release engagement device is the target engagement device.
- the special engagement device is used as the target engagement device instead of the normal release engagement device.
- This special engagement device is a gear shift engagement device that is released when shifting to a special gear position on the opposite side of the reference gear position across the specific gear position in the order of the gear ratio.
- the target determining unit sets the determination speed to a different value depending on which of a plurality of shift speeds is the reference shift speed.
- the degree of progress of the shift accompanying the internal combustion engine start control depends not only on the vehicle speed but also on the gear position at the start of the internal combustion engine start control and the start slip control. According to this configuration, the relationship between the determination speed and the vehicle speed is based on the determination speed appropriately set according to which of the plurality of shift speeds is the reference speed. Accordingly, the target engagement device can be appropriately determined.
- the rotational speed of the input side rotation member of the speed change mechanism determined according to the vehicle speed and the shift speed is a synchronous rotation speed
- the target determining unit is a reference synchronous rotation that is the synchronous rotation speed at the reference shift speed It is preferable that the determination speed is set based on a difference between a speed and a specific synchronous rotation speed that is the synchronous rotation speed at the specific shift stage, and a predetermined determination differential rotation speed.
- the determination speed can be set so that the difference between the reference synchronization rotation speed and the specific synchronization rotation speed is equal to or greater than a predetermined determination difference rotation speed.
- the difference rotation speed between the reference synchronization rotation speed and the specific synchronization rotation speed at the vehicle speed may be less than the determination difference rotation speed, but the reference synchronization rotation speed and the special shift speed It is easy to ensure a differential rotational speed that is equal to or higher than the determination differential rotational speed between the synchronous rotational speed. Therefore, even if the rotational speed of the input side rotating member of the speed change mechanism increases with the start control of the internal combustion engine, until the synchronous rotational speed at a predetermined speed (a specific speed or a specific speed depending on the vehicle speed) is reached. In addition, a certain margin can be secured. Therefore, comfortable running performance can be effectively realized.
- the “input-side rotation member of the transmission mechanism” is the rotation member closest to the internal combustion engine along the power transmission path in the transmission mechanism.
- the determination differential rotational speed is an increase in the rotational speed of the input-side rotating member accompanying the internal combustion engine start control from the reference synchronous rotational speed, and at the time of transition from the reference shift stage to the specific shift stage. It is preferable that the setting is made on the basis of a margin allowance determined in consideration of the responsiveness of the shifting engagement device.
- the rotational speed of the input side rotating member of the transmission mechanism increases from the reference synchronous rotational speed due to a positive factor by the control device and a passive factor due to the start of self-sustaining operation of the internal combustion engine. Further, in general, in the control of the engaging device, it is inevitable that a certain amount of control delay occurs if the actual situation is taken into consideration. Therefore, the rotational speed of the input side rotation member can further increase in accordance with the control delay of the shift engagement device that shifts from the released state to the direct engagement state when shifting from the reference shift stage to the specific shift stage. . In view of this point, according to the above configuration, based on the increase in the rotational speed of the input side rotation member accompanying the internal combustion engine start control and the margin allowance taking into account the responsiveness of the shift engagement device, The determination differential rotation speed can be appropriately determined.
- the margin is set according to the rotational acceleration of the internal combustion engine after the start of the internal combustion engine.
- the control delay time of the normal release engagement device can be determined quantitatively to some extent.
- the responsiveness of the shift engagement device is taken into consideration based on the control delay time according to the rotational acceleration of the internal combustion engine that rotates in synchronization with the input-side rotation member. The margin can be set appropriately.
- the shift engagement device is a hydraulic drive engagement device
- the target determining unit sets the determination speed to a different value according to an oil temperature at the start of the start slip control. It is.
- the gearshift engagement device is a hydraulically driven engagement device
- the response depends on the oil temperature. Therefore, the degree of progress of the shift accompanying the internal combustion engine start control depends not only on the vehicle speed but also on the oil temperature at the start of the internal combustion engine start control and the start slip control.
- the target engagement device can be appropriately determined according to the relationship between the determination speed and the vehicle speed based on the determination speed appropriately set according to the oil temperature.
- the transmission mechanism includes a first shift stage formed by at least a first engagement device and a second engagement device being in a direct engagement state, and at least the first engagement device and a third engagement.
- a third gear that is lower than the second gear and formed by being in a direct engagement state, and the reference gear is the first gear, It is preferable that the specific shift speed is the second shift speed, the normal release engagement device is the second engagement device, and the special engagement device is the first engagement device.
- the present invention can be applied satisfactorily.
- the specific shift stage is an adjacent shift stage adjacent to the reference shift stage on the low speed stage side.
- the present invention is particularly suitable for the configuration in which the specific shift speed is an adjacent shift speed as described above.
- the control device 3 targets the drive device 1 as a control target.
- the driving device 1 is a vehicle driving device (hybrid vehicle driving device) for driving a vehicle (hybrid vehicle) including both the internal combustion engine 11 and the rotating electrical machine 12 as a driving force source of the wheels 15. .
- the control device 3 according to the present embodiment will be described in detail.
- driving connection means a state in which two rotating members are connected so as to be able to transmit a driving force (synonymous with torque) so that the two rotating members rotate integrally. Or a state in which a driving force can be transmitted through one or more transmission members (shaft, gear mechanism, belt, etc.).
- engagement pressure represents a pressure that presses two engagement members engaged with each other in the engagement device.
- Release pressure represents a pressure at which the engagement device is constantly released (released).
- Release boundary pressure represents a pressure (release side slip boundary pressure) at which the engagement device enters a boundary state between a release state and a slip engagement state (slip engagement state).
- the “engagement boundary pressure” represents a pressure (engagement side slip boundary pressure) at which the engagement device enters a boundary state between a slip engagement state and a direct engagement state (a state in which direct engagement is performed).
- complete engagement pressure represents a pressure at which the engagement device is constantly in the direct engagement state.
- the drive device 1 includes a rotating electrical machine 12 in a power transmission path that connects the internal combustion engine 11 and the wheels 15, and between the internal combustion engine 11 and the rotating electrical machine 12.
- a separation engagement device CLd is provided, and a speed change mechanism 13 is provided between the rotating electrical machine 12 and the wheel 15. That is, the drive device 1 is arranged in the order of the disconnecting engagement device CLd, the rotating electrical machine 12, and the speed change mechanism 13 in this order from the internal combustion engine 11 toward the wheels 15 on the power transmission path connecting the internal combustion engine 11 and the wheels 15. I have.
- These are accommodated in a drive unit case (not shown).
- the internal combustion engine 11 is a prime mover (gasoline engine or the like) that is driven by combustion of fuel inside the engine to extract power.
- the internal combustion engine 11 is drivingly connected to an input shaft I as an input member of the driving device 1.
- the output shaft of the internal combustion engine such as a crankshaft of the internal combustion engine 11 is drivingly connected so as to rotate integrally with the input shaft I.
- the internal combustion engine 11 is drivably coupled to the rotating electrical machine 12 via a disconnecting engagement device CLd.
- the disconnecting engagement device CLd is an engagement device that selectively drives and connects the internal combustion engine 11 and the rotating electrical machine 12.
- the disconnecting engagement device CLd can release the drive connection between the internal combustion engine 11 and the rotating electrical machine 12 in the released state.
- the disconnecting engagement device CLd functions as an internal combustion engine disconnecting engagement device for disconnecting the internal combustion engine 11 from the wheel 15, the rotating electrical machine 12, and the like.
- a wet multi-plate clutch, a dry single-plate clutch, or the like can be used as the separation engagement device CLd.
- the separation engagement device CLd is configured as a friction engagement device capable of transmitting torque by a frictional force generated between engagement members engaged with each other.
- the rotating electrical machine 12 is configured to have a rotor and a stator (not shown), and can perform both a function as a motor (electric motor) and a function as a generator (generator).
- the rotor of the rotating electrical machine 12 is drivingly connected so as to rotate integrally with the transmission input shaft M.
- the rotating electrical machine 12 is electrically connected to a power storage device 25 (battery, capacitor, etc.) via an inverter device 24 (see FIG. 4).
- the rotating electrical machine 12 receives power from the power storage device 25 and performs powering or supplies the power generated by the torque of the internal combustion engine 11 to the power storage device 25 for storage.
- the speed change input shaft M is drivingly connected to the speed change mechanism 13 and is a rotating member closest to the internal combustion engine 11 along the power transmission path in the speed change mechanism 13.
- the speed change input shaft M corresponds to the “input side rotating member” in the present invention.
- the speed change mechanism 13 is an automatic stepped speed change mechanism configured to be able to switch between a plurality of speed stages having different speed ratios (gear ratios).
- the transmission mechanism 13 includes, as an example, as shown in FIG. 2, a gear mechanism and a plurality of gear shifting engagement devices (first gears) for engaging or releasing the rotating elements of the gear mechanism. 1 clutch C1, 1st brake B1, ).
- the shifting engagement devices are also configured as friction engagement devices (wet multi-plate clutch, wet multi-plate brake, etc.).
- the shift engagement device is configured as a hydraulically driven engagement device including a hydraulic servo mechanism that operates according to the supplied hydraulic pressure.
- the speed change mechanism 13 forms a target gear position at each time point with a specific two of the plurality of speed change engagement devices in a direct engagement state and the other in a release state.
- the first speed stage is formed in the direct engagement state of the first clutch C1 and the second brake B2, and the first clutch C1 and the first brake
- the second speed stage is formed in the directly coupled state of B1.
- the transmission mechanism 13 controls a plurality of (six in this example) shift stages by controlling the engagement states of the plurality of shift engagement devices (C1, B1,). Switching is possible.
- it is good also as a structure which forms a target gear stage by making three or more specific direct engagement states.
- the speed change mechanism 13 changes the rotational speed of the speed change input shaft M and transmits it to the output shaft O based on the speed change ratio set for the formed speed stage.
- the gear ratio is the ratio of the rotational speed of the transmission input shaft M to the rotational speed of the output shaft O as the output side rotating member of the transmission mechanism 13.
- the gear ratio of each gear is set so as to decrease stepwise from the first gear to the sixth gear.
- the first speed stage with a relatively large speed ratio is defined as the low speed stage
- the sixth speed stage with a relatively small speed ratio is defined as the high speed stage.
- the output shaft O which is also an output member of the driving device 1 is drivingly connected to the two left and right wheels 15 via the differential gear device 14. Torque transmitted to the output shaft O is distributed by the differential gear unit 14 and transmitted to the two wheels 15. In this way, the drive device 1 can cause the vehicle to travel by transmitting the torque of one or both of the internal combustion engine 11 and the rotating electrical machine 12 to the wheels 15.
- the control device 3 includes a plurality of functional units, and mainly includes a rotating electrical machine 12, a separation engagement device CLd, and a transmission engagement device (C1, B1,... ⁇ ) Is controlled.
- the plurality of functional units are configured to exchange information with each other.
- the control device 3 is configured to exchange information with the internal combustion engine control unit 21 that controls the internal combustion engine 11.
- the control device 3 is configured to be able to acquire information on detection results from the sensors Se1 to Se6 provided in each part of the vehicle.
- the first rotation sensor Se1 is a sensor that detects the rotation speed of the internal combustion engine 11 (input shaft I).
- the control device 3 can derive the rotational acceleration of the internal combustion engine 11 based on the detection result by the first rotation sensor Se1.
- the second rotation sensor Se ⁇ b> 2 is a sensor that detects the rotation speed of the rotor (transmission input shaft M) of the rotating electrical machine 12.
- the third rotation sensor Se3 is a sensor that detects the rotation speed of the output shaft O.
- the control device 3 can derive the rotation speed and the vehicle speed of the wheel 15 based on the detection result by the third rotation sensor Se3.
- the accelerator opening detection sensor Se4 is a sensor that detects the accelerator opening.
- the charge state detection sensor Se5 is a sensor that detects an SOC (state-of-charge: charge state).
- the control device 3 can derive the amount of power stored in the power storage device 25 based on the detection result by the charge state detection sensor Se5.
- the oil temperature sensor Se6 is a sensor that detects the temperature (oil temperature) of oil supplied to the hydraulic servomechanism of each engagement device.
- the internal combustion engine control unit 21 controls the internal combustion engine 11.
- the internal combustion engine control unit 21 determines a target torque and a target rotation speed of the internal combustion engine 11, and controls the operation of the internal combustion engine 11 according to these control targets.
- the internal combustion engine control unit 21 can switch between torque control and rotational speed control of the internal combustion engine 11 in accordance with the traveling state of the vehicle.
- the torque control is a control for instructing a target torque to the internal combustion engine 11 and causing the torque of the internal combustion engine 11 to follow the target torque.
- the rotational speed control is a control for instructing a target rotational speed to the internal combustion engine 11 and determining a torque so that the rotational speed of the internal combustion engine 11 approaches the target rotational speed.
- the traveling mode determination unit 31 is a functional unit that determines the traveling mode of the vehicle.
- the travel mode determination unit 31 refers to, for example, a mode selection map (not shown), and determines a travel mode to be realized by the drive device 1 based on the vehicle speed, the accelerator opening, the power storage amount of the power storage device 25, and the like.
- the driving modes that can be selected by the driving mode determination unit 31 include an electric driving mode (EV mode) and a hybrid driving mode (HEV mode).
- EV mode electric driving mode
- HEV mode hybrid driving mode
- the disconnecting engagement device CLd In the electric travel mode, the disconnecting engagement device CLd is in a released state, and the vehicle is caused to travel by transmitting the torque of the rotating electrical machine 12 to the wheels 15.
- the disconnecting engagement device CLd In the hybrid travel mode, the disconnecting engagement device CLd is in the direct engagement state, and the torque of both the internal combustion engine 11 and the rotating electrical machine 12 is transmitted to the wheels 15 to travel the vehicle. Note that a travel mode other than these may
- the target gear stage determination unit 32 is a functional unit that determines the target gear stage.
- the target shift speed determining unit 32 refers to, for example, a shift map (not shown), and determines a target shift speed to be formed by the speed change mechanism 13 based on the vehicle speed, the accelerator opening, and the like. In the present embodiment, the target shift speed determination unit 32 determines one specific shift speed selected from the first speed to the sixth speed as the target shift speed.
- the rotating electrical machine control unit 33 is a functional unit that controls the rotating electrical machine 12.
- the rotating electrical machine control unit 33 determines a target torque and a target rotational speed of the rotating electrical machine 12, and controls the operation of the rotating electrical machine 12 according to these control targets.
- the rotating electrical machine control unit 33 can switch between torque control and rotational speed control of the rotating electrical machine 12 according to the traveling state of the vehicle.
- the torque control is a control for instructing the rotary electric machine 12 with a target torque and causing the torque of the rotary electric machine 12 to follow the target torque.
- the rotational speed control is a control in which a target rotational speed is commanded to the rotating electrical machine 12 and torque is determined so that the rotational speed of the rotating electrical machine 12 approaches the target rotational speed.
- the hydraulic control unit 34 is a functional unit that controls the supply of hydraulic pressure to each engagement device (CLd, C1, B1,).
- the hydraulic pressure control unit 34 outputs a hydraulic pressure command to each engagement device in accordance with the determined traveling mode, target shift speed, and the like, and controls the hydraulic pressure supplied to each engagement device via the hydraulic pressure control device 28.
- the hydraulic control unit 34 can continuously control the hydraulic pressure supplied to each engagement device with a proportional solenoid or the like in accordance with a hydraulic pressure command. Thereby, increase / decrease of the engagement pressure of each engagement apparatus is controlled continuously, and the engagement state of each engagement apparatus is controlled. For example, the hydraulic control unit 34 sets the engagement device to a released state by setting the hydraulic pressure supplied to the target engagement device to be less than the release boundary pressure.
- the hydraulic pressure control unit 34 sets the engagement device to a directly engaged state by setting the hydraulic pressure supplied to the target engagement device to be equal to or higher than the engagement boundary pressure. Moreover, the hydraulic control unit 34 sets the engagement device in a slip engagement state by setting the supply hydraulic pressure to the target engagement device to a slip engagement pressure that is greater than or equal to the release boundary pressure and less than the engagement boundary pressure. In the slip engagement state of the engagement device, torque is transmitted from the engagement member with the higher rotation speed toward the engagement member with the lower rotational speed in a state where the two engagement members rotate relative to each other.
- the start control unit 41 is a functional unit that executes internal combustion engine start control.
- the start control unit 41 executes the internal combustion engine start control by cooperatively controlling the rotating electrical machine control unit 33 and the hydraulic control unit 34.
- the start control unit 41 starts the internal combustion engine start control when, for example, the internal combustion engine start condition is satisfied during travel in the electric travel mode.
- the internal combustion engine start condition is a condition for starting the internal combustion engine 11 in a stopped state, and is satisfied when the vehicle is in a situation that requires the torque of the internal combustion engine 11.
- the internal combustion engine start condition is satisfied when the torque necessary for driving the vehicle cannot be obtained only by the torque of the rotating electrical machine 12 during traveling in the electric travel mode.
- the start control unit 41 controls the hydraulic pressure supplied to the separation engagement device CLd, and slips the separation engagement device CLd from the released state as shown in FIG. After the engagement state, the direct connection is finally established. In parallel with this, the start control unit 41 executes the rotational speed control of the rotating electrical machine 12 and is brought into a stopped state by the torque of the rotating electrical machine 12 transmitted through the disconnecting engagement device CLd in the slip engagement state. An internal combustion engine 11 is started. As described above, the start control unit 41 executes the internal combustion engine start control, thereby causing the disconnection engagement device CLd to shift from the released state to the slip engagement state or the direct engagement state, and to stop the internal combustion engine. The engine 11 is started.
- the starting slip control unit 42 is a functional unit that executes the starting slip control when starting the internal combustion engine.
- the start slip control unit 42 executes the start slip control by controlling the hydraulic control unit 34.
- the start slip control unit 42 controls the hydraulic pressure supplied to one of the plurality of shift engagement devices (a target engagement device CLo described later), and slips the target engagement device CLo from the direct engagement state. Transition to the engaged state.
- the starting slip control unit 42 shifts the target engagement device CLo to the slip engagement state at a predetermined time while the disconnection engagement device CLd is in the slip engagement state or the direct engagement state.
- the starting slip control unit 42 sets the target engagement device CLo to the slip engagement state when at least the disconnection engagement device CLd is in the direct engagement state.
- the control device 3 is the traveling speed of the vehicle on which the drive device 1 and the control device 3 are mounted, with the target engagement device CLo being in the slip engagement state by the start slip control. It is characterized in that it is determined based on the vehicle speed and the set determination speed Vj. This point will be described in detail below assuming two scenes.
- a scene is assumed in which the vehicle is traveling in the electric travel mode in a state where the fifth speed stage is formed in the transmission mechanism 13.
- the fifth speed stage is formed in the direct engagement state of the second clutch C2 and the third clutch C3 and in the released state of the other shift engagement devices.
- the internal combustion engine start request and the shift request here, a downshift request that is a request for shifting to a gear stage having a relatively large gear ratio
- the fifth speed formed at the start of the internal combustion engine start control and the start slip control associated therewith corresponds to the “reference shift speed” and the “first shift speed” in the present invention.
- the fourth speed which is one speed lower than the fifth speed in the example, corresponds to the “specific shift speed” according to the present invention, and further includes the “adjacent shift speed” and the “second shift speed”. It corresponds to.
- the third speed which is one speed lower than the fourth speed in the present example, corresponds to the “third speed” in the present invention.
- the fourth speed is formed with the first clutch C1 and the second clutch C2 in a directly engaged state
- the third speed is formed with the first clutch C1 and the third clutch C3 in a directly engaged state.
- the second clutch C2 corresponds to the “first engagement device CL1” in the present invention
- the third clutch C3 corresponds to the “second engagement device CL2” in the present invention
- the first clutch C1 This corresponds to the “third engagement device CL3” in the present invention.
- a shift engagement that is common to form both shift stages when shifting from a reference shift stage to an adjacent shift stage (an example of a specific shift stage; the same applies hereinafter)
- the other (non-common) speed change engagement device is released while the device is in the direct engagement state.
- the released gear engagement device is defined as a normal release engagement device CLn.
- a shift engagement device that is released when shifting to the special shift speed that is the speed shift stage opposite to the shift speed is defined as a special engagement device CLs.
- the special gear speed is the same as the adjacent gear speed when the gear ratio changes from the reference gear speed when attention is paid to the gear ratio of each gear speed, and the gear ratio from the reference gear speed changes. It is also a shift stage in which the difference is greater than the adjacent shift stage.
- the “order of transmission ratio” is either the order from the larger side to the smaller side or the order from the smaller side to the larger side.
- the special shift speed is also a shift speed that makes the third clutch C3 as the normal release engagement device CLn at the reference shift speed common with the reference shift speed. In this assumption example, the third clutch C3 as the second engagement device CL2 is the normal release engagement device CLn, and the second clutch C2 as the first engagement device CL1 is the special engagement device CLs.
- the synchronous rotational speed calculation unit 43 is a functional unit that calculates a synchronous rotational speed Ns that is a rotational speed of the transmission input shaft M that is determined according to the vehicle speed and the shift speed.
- the vehicle speed information can be derived (for example, by proportional calculation) based on the detection result of the third rotation sensor Se3.
- the synchronous rotational speed calculation unit 43 calculates a synchronous rotational speed Ns that is proportional to an integrated value of the vehicle speed and a speed ratio that is defined in advance for the gear stage that is formed at that time. Since the vehicle speed and the rotational speed of the wheel 15 and the rotational speed of the output shaft O are in a proportional relationship, the synchronous rotational speed Ns may be calculated based on any of these and the gear ratio of each gear. It is substantially the same.
- the synchronous rotational speed calculation unit 43 calculates the synchronous rotational speed Ns at each shift stage for each shift stage.
- the synchronous rotational speed Ns at the n-th speed stage is represented as the n-th synchronous rotational speed Nsn.
- the synchronous rotational speed Ns at the reference gear stage is defined as the reference synchronous rotational speed Nsa
- the synchronous rotational speed Ns at the adjacent gear stage (specific gear stage) is defined as the adjacent synchronous rotational speed (an example of the specific synchronous rotational speed; ) Nsb
- the synchronous rotational speed Ns at the special gear position is defined as the special synchronous rotational speed Nsc.
- the fifth synchronization rotation speed Ns5 becomes the reference synchronization rotation speed Nsa
- the fourth synchronization rotation speed Ns4 becomes the adjacent synchronization rotation speed Nsb
- the third synchronization rotation speed Ns3 becomes the special synchronization rotation speed Nsc (FIG. 5).
- the target determination unit 44 is a functional unit that determines the gear shift engagement device that is brought into the slip engagement state by the start slip control as the target engagement device CLo.
- the target determination unit 44 determines the target engagement device CLo based on the vehicle speed and the set determination speed Vj (see FIG. 8 and the like).
- the vehicle speed information can be derived (for example, by proportional calculation) based on the detection result of the third rotation sensor Se3.
- the determination speed Vj is a determination threshold value for the vehicle speed for selecting the target engagement device CLo, and is set by the determination speed setting unit 45. 4 illustrates an example in which the determination speed setting unit 45 is included in the target determination unit 44.
- the determination speed setting unit 45 sets the determination speed Vj based on the difference ⁇ Ns between the reference synchronization rotation speed Nsa and the adjacent synchronization rotation speed Nsb and a predetermined determination difference rotation speed ⁇ Nj. .
- a method of setting the determination speed Vj will be described with reference to FIG.
- FIG. 5 schematically shows a typical transition form of the rotational speeds of the internal combustion engine 11 and the rotating electrical machine 12 in accordance with the execution of the internal combustion engine start control.
- the determination difference rotational speed ⁇ Nj includes the increase A from the reference synchronous rotational speed Nsa of the rotational speed of the transmission input shaft M accompanying the internal combustion engine start control, and the transition from the reference shift stage to the adjacent shift stage. It is set based on a margin B that is determined in advance in consideration of the response of the shifting engagement device at the time.
- the increase A from the reference synchronous rotation speed Nsa of the rotation speed of the speed change input shaft M associated with the internal combustion engine start control includes a first increase A ⁇ based on a positive factor by the control of the control device 3, and the self-supporting of the internal combustion engine 11.
- a second increase A ⁇ based on a passive factor at the start of operation is included.
- the normal release engagement device CLn is appropriately brought into the slip engagement state, and the rotational speed of the internal combustion engine 11 is increased by the torque of the rotating electrical machine 12.
- the rotational speed control of the rotating electrical machine 12 is executed with the rotational speed higher than Nsa by a predetermined speed as the target rotational speed.
- the difference between the target rotational speed and the reference synchronous rotational speed Nsa is the first increase A ⁇ based on the positive factor.
- the rotation rotates in synchronization with the internal combustion engine 11.
- the rotational speeds of the electric machine 12 and the speed change input shaft M temporarily increase rapidly.
- the amount of increase at this time is the second increase A ⁇ based on the passive factor.
- a further increase in the rotational speed of the transmission input shaft M can be estimated as the integrated value.
- the estimated increase calculated in this way is a margin B that is determined in advance in consideration of the responsiveness of the shift engagement device (here, the normal release engagement device CLn). Note that the responsiveness of the shift engagement device (the first clutch C1 that is the third engagement device CL3) that shifts from the disengaged state to the direct engagement state when shifting from the reference shift stage to the adjacent shift stage is also considered. Thus, the margin B may be determined.
- an increase A (the sum of the first increase A ⁇ and the second increase A ⁇ ) of the rotation speed of the speed change input shaft M associated with the internal combustion engine start control, and the speed change mechanism.
- the determination differential rotation speed ⁇ Nj is set so as to coincide with the sum of the margin allowance B considering the response of the combined device.
- the determination speed Vj (see FIG. 8 and the like) is set so that the difference ⁇ Ns between the reference synchronization rotation speed Nsa and the adjacent synchronization rotation speed Nsb matches the determination difference rotation speed ⁇ Nj set as described above.
- a specific vehicle speed is calculated such that the difference ⁇ Ns between the reference synchronous rotation speed Nsa and the adjacent synchronous rotation speed Nsb matches the determination differential rotation speed ⁇ Nj, and the specific vehicle speed is set as the determination speed Vj.
- the reference synchronous rotational speed Nsa and the adjacent synchronous rotational speed Nsb differ depending on the gear ratio of the gear stage formed by the transmission mechanism 13, and the difference ⁇ Ns between them may differ accordingly.
- the fluidity (viscosity) of oil depends on the oil temperature
- the response of the gearshift engagement device may vary depending on the oil temperature.
- the determination speed setting unit 45 target determination unit 44 determines the target shift speed at the start of the start slip control (which shift speed among the multiple shift speeds is the reference shift speed). ) And the oil velocity at the start of the start slip control, the determination speed Vj is set to a different value.
- a determination speed defining map (see FIG. 6) that defines the relationship between the oil temperature and the target shift speed and the determination speed Vj is provided.
- the determination speed regulation map As shown in FIG. 6, according to the determination speed regulation map, the relationship between the target shift speed and the determination speed Vj so that the determination speed Vj increases stepwise as the target shift speed becomes relatively high. Is stipulated. Further, when attention is paid to a specific target gear position, the relationship between the oil temperature and the determination speed Vj is defined so that the determination speed Vj gradually decreases as the oil temperature increases.
- a determination speed regulation map is recorded in a storage device such as a memory and provided in the control device 3.
- the determination speed setting unit 45 determines based on the determination speed regulation map, the oil temperature at the start of the internal combustion engine start control and the accompanying start slip control, and the target shift stage (reference shift stage). Set the speed Vj.
- the target determination unit 44 releases the normal release engagement device CLn (the third clutch as the second engagement device CL2 in this assumed example) that is released at the time of shifting to the adjacent gear. C3) is determined as the target engagement device CLo.
- the start slip control unit 42 maintains the special engagement device CLs (the second clutch C2 as the first engagement device CL1 in the assumed example) in the direct engagement state in the start slip control.
- the normal release engagement device CLn is shifted to the slip engagement state.
- the normal release engagement device CLn the third clutch that is the second engagement device CL2 that shifts to the release state Even in consideration of a control delay such as C3), the shift control from the reference shift stage to the adjacent shift stage can be executed smoothly.
- the target determination unit 44 determines not the normal release engagement device CLn but the special engagement device CLs different from that as the target engagement device CLo.
- the target determination unit 44 determines the special engagement device CLs (second clutch C2 as the first engagement device CL1 in this example) that is released when shifting to the special gear position as the target engagement device CLo. To do.
- the start slip control unit 42 shifts the special engagement device CLs to the slip engagement state while maintaining the normal release engagement device CLn in the direct engagement state in the start slip control.
- the difference between the reference synchronous rotational speed Nsa and the special synchronous rotational speed Nsc tends to be equal to or greater than the determination difference rotational speed ⁇ Nj. For this reason, even if the speed change proceeds with the start control of the internal combustion engine and the rotational speed of the speed change input shaft M increases to some extent, the difference rotational speed equal to or greater than the margin allowance B described above until the special synchronous rotational speed Nsc is reached. Speed can be secured. Therefore, in consideration of the control delay of the special engagement device CLs (second clutch C2 which is the first engagement device CL1) or the like that is shifted to the released state when the internal combustion engine start control and the shift control overlap. In addition, the shift control from the reference shift stage to the special shift stage can be executed smoothly.
- the target determination unit 44 appropriately determines the target engagement device CLo from the normal release engagement device CLn and the special engagement device CLs according to the magnitude relationship between the vehicle speed and the determination speed Vj. Therefore, the shift control can be executed smoothly regardless of the vehicle speed, and a comfortable traveling property can be ensured.
- the slip control for starting shock mitigation (starting slip control) and the slip control for shifting (shifting to an adjacent shift stage or a special shift stage) are made common, thereby allowing internal combustion. Both engine start control and shift control can be executed smoothly and quickly.
- the shift control from the special shift stage to the adjacent shift stage may be executed after the end of the internal combustion engine start control.
- the normal release engagement device CLn second engagement device
- the normal release engagement device CLn second engagement device
- the shift control may be continued only when the changed target shift speed is the special shift speed, and in other cases, the shift control may be prohibited.
- the special engagement device CLs as the target engagement device CLo is preferably returned to the direct engagement state again with the end of the internal combustion engine start control.
- the sixth speed formed at the start of the internal combustion engine start control and the start slip control associated therewith corresponds to the “reference shift speed” and the “first shift speed” in the present invention.
- the fifth speed which is one speed lower than the sixth speed, corresponds to the “specific shift speed” in the present invention, and further, the “adjacent shift speed” and the “second shift speed”. It corresponds to.
- the second speed which is lower than the fifth speed by a plurality of speeds (three speeds in this example), corresponds to the “third speed” in the present invention.
- the sixth synchronous rotational speed Ns6 becomes the reference synchronous rotational speed Nsa
- the fifth synchronous rotational speed Ns5 becomes the adjacent synchronous rotational speed (an example of the specific synchronous rotational speed) Nsb
- the second synchronous rotational speed Ns2 becomes the special synchronous rotational speed Nsc. (See also FIGS. 11 and 12).
- the fifth speed is formed with the direct engagement state of the second clutch C2 and the third clutch C3, and the second speed is formed with the direct engagement state of the first clutch C1 and the first brake B1.
- the second clutch C2 corresponds to the “first engagement device CL1” in the present invention
- the first brake B1 corresponds to the “second engagement device CL2” in the present invention
- the third clutch C3 It corresponds to “third engagement device CL3” in the present invention
- the first clutch C1 corresponds to “fourth engagement device CL4” in the present invention.
- the first brake B1 as the second engagement device CL2 is the normal release engagement device CLn
- the second clutch C2 as the first engagement device CL1 is the special engagement device CLs.
- the reference shift speed is the sixth speed, which is higher than the reference shift speed (fifth speed) in the first assumption. Therefore, the determination speed setting unit 45 (target determination unit 44) sets a determination speed Vj higher than the determination speed Vj in the first assumption example according to the determination speed regulation map of FIG. 6 (see FIG. 11 and the like). Then, the target determination unit 44 determines the target engagement device CLo based on the vehicle speed and the determination speed Vj.
- the target determination unit 44 sets the normal release engagement device CLn (the first brake B1 as the second engagement device CL2 in this example) as the target engagement device CLo. decide.
- the start slip control unit 42 maintains the special engagement device CLs (the second clutch C2 as the first engagement device CL1 in the assumed example) in the direct engagement state in the start slip control.
- the normal release engagement device CLn is shifted to the slip engagement state.
- the target determination unit 44 determines not the normal release engagement device CLn but the special engagement device CLs as the target engagement device CLo.
- the start slip control unit 42 shifts the special engagement device CLs to the slip engagement state while maintaining the normal release engagement device CLn in the direct engagement state in the start slip control.
- the target determination unit 44 appropriately selects the target engagement device CLo from the normal release engagement device CLn and the special engagement device CLs according to the magnitude relationship between the vehicle speed and the determination speed Vj. Can be determined. Therefore, when the internal combustion engine start control and the shift control are overlapped, it is possible to execute each control smoothly and quickly while ensuring a comfortable traveling performance regardless of the vehicle speed.
- step # 1 information on the target shift speed determined by the target shift speed determination unit 32 is acquired by the determination speed setting unit 45 (step # 1). Further, information on the oil temperature detected by the oil temperature sensor Se6 is acquired by the determination speed setting unit 45 (# 2). Based on these information and the determination speed regulation map, the determination speed setting unit 45 sets the determination speed Vj (# 3). Further, information on the vehicle speed derived based on the detection result by the third rotation sensor Se3 is acquired by the target determining unit 44 (# 4). Steps # 1 to # 4 are repeatedly executed until an internal combustion engine start request is issued (# 5: No). As a result, information on the target shift speed, oil temperature, and vehicle speed is sequentially acquired, and the determination speed Vj is sequentially updated.
- the target determining unit 44 determines whether or not the target shift speed (reference shift speed) at that time is the target shift speed ( # 6).
- one or more continuous shift stages (high-speed shift stages) on the high-speed stage side are the target shift stages. More specifically, for a gear change that is directly connected to each other to form two or more continuous gear positions on the low speed stage side (in this example, the first speed to the fourth speed).
- the shift speed formed when the engagement device (first clutch C1 in this example) is released is the target shift speed.
- the fifth speed stage or the sixth speed stage is the target shift speed. Therefore, in this example, in step # 6, the object determining unit 44 determines whether or not the reference gear position is the fifth speed stage or the sixth speed stage.
- the target determining unit 44 uniformly determines that the normal release engagement device CLn at the reference shift speed is the target engagement speed regardless of the vehicle speed. It is determined as CLo (# 8B). In FIG. 3, the normal release engagement device CLn at each gear position is indicated by “ ⁇ (black circle)”.
- the target determination unit 44 determines whether or not the vehicle speed at that time is less than the determination speed Vj (# 7). .
- the target determining unit 44 determines the normal release engagement device CLn at the reference gear position as the target engagement device CLo (# 8B).
- the target determination unit 44 determines the special engagement device CLs at the reference gear position as the target engagement device CLo (# 8A). In FIG. 3, the special engagement device CLs at each target shift stage is indicated by “ ⁇ (double circle)”. This completes the target engagement device determination process.
- the control device 3 controls the drive device 1 including the speed change mechanism 13 that can switch the six gear positions.
- the embodiment of the present invention is not limited to this.
- the drive device 1 including the speed change mechanism 13 capable of switching four shift speeds can be controlled by the control device 3. Since various known configurations can be used as the speed change mechanism 13, detailed description thereof is omitted, and only an engagement table thereof is shown as an example in FIG. In FIG. 14, as in FIG. 3, the normal release engagement device CLn at each shift speed is indicated by “ ⁇ (black circle)”, and the special engagement device CLs at each target shift speed is indicated by “ ⁇ (double). Circle)).
- the target engagement device CLo can be appropriately determined based on the same concept as that of the above embodiment.
- each control is ensured while ensuring comfortable travel performance regardless of the vehicle speed. Can be executed smoothly and quickly.
- the drive device 1 including the speed change mechanism 13 capable of switching the eight speed stages can also be controlled by the control device 3. Since various known configurations can be used as such a speed change mechanism 13, detailed description thereof is omitted, and only an engagement table thereof is shown as an example in FIG. The notation of FIG. 15 is the same as that of FIG. 3 and FIG. Even in this case, the target engagement device CLo can be appropriately determined based on the same concept as that of the above embodiment. In particular, when the internal combustion engine start control and the shift control overlap during traveling at the sixth to eighth speeds included in the target shift speed in this example, comfortable running performance is achieved regardless of the vehicle speed. Each control can be executed smoothly and quickly while ensuring. Note that the number of shift speeds that can be switched is not limited to four, six, and eight, and may be any number of three or more.
- the determination speed setting unit 45 has been described as an example of a configuration in which the determination speed Vj is set according to both the reference gear position and the oil temperature at the start of the start slip control.
- the embodiment of the present invention is not limited to this.
- the determination speed setting unit 45 sets the determination speed Vj based only on the reference gear stage.
- the drive device 1 including the speed change mechanism 13 that can switch the four speed stages described with reference to FIG. 14 is a control target
- the reference speed stage that can be the target speed stage is limited to one. It is done.
- the determination speed setting unit 45 sets the determination speed Vj based only on the oil temperature.
- the determination speed setting unit 45 may further set the determination speed Vj based on another index such as the amount of power stored in the power storage device 25.
- the determination speed setting unit 45 determines the determination difference rotation speed ⁇ Nj based on the increase A of the rotation speed of the transmission input shaft M accompanying the internal combustion engine start control and the predetermined margin B.
- the configuration for setting is described as an example.
- the determination speed setting part 45 demonstrated as an example the structure which sets the margin allowance B according to the rotational acceleration of the internal combustion engine 11 after a start start.
- the embodiment of the present invention is not limited to this.
- the determination speed setting unit 45 may be configured to uniformly set the margin B and the determination difference rotational speed ⁇ Nj.
- the configuration in which the rotor of the rotating electrical machine 12 always rotates integrally with the transmission input shaft M in the drive device 1 to be controlled by the control device 3 has been described as an example.
- the embodiment of the present invention is not limited to this.
- the drive device 1 includes a fluid coupling (for example, a torque converter) having a fastening engagement device between the rotating electrical machine 12 and the speed change mechanism 13, a dedicated transmission engagement device, and the like, and the rotor of the rotating electrical machine 12 is A configuration may be adopted in which the drive input is coupled to the transmission input shaft M via these.
- the drive device 1 having such a configuration can also be controlled by the control device 3.
- the adjacent shift stage adjacent to the reference shift stage on the low speed stage side is the specific shift stage and is adjacent to the reference shift stage.
- the example has been described in which the shift engagement device that is released when shifting to the shift stage is the normal release engagement device CLn.
- the embodiment of the present invention is not limited to this. That is, the reference gear stage and the specific gear stage are not necessarily adjacent to each other, and other gear stages may be interposed between them in the order of the gear ratio.
- the drive device 1 including the speed change mechanism 13 having such a configuration can also be controlled by the control device 3.
- control device 3 includes the functional units 31 to 45 has been described as an example.
- the embodiment of the present invention is not limited to this.
- the assignment of the functional units described above is merely an example, and it is possible to combine a plurality of functional units or further divide one functional unit.
- the present invention relates to, for example, a disconnecting engagement device, a rotating electrical machine, and a gear shift in a power transmission path connecting an internal combustion engine and wheels, such as a drive device for a 1-motor parallel type hybrid vehicle, from the internal combustion engine to the wheels.
- the vehicle drive device provided in the order of the mechanism can be used for a control device that is to be controlled.
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Abstract
Description
制御装置3による制御対象となる駆動装置1の構成について説明する。本実施形態に係る駆動装置1は、図1に示すように、内燃機関11と車輪15とを結ぶ動力伝達経路に回転電機12を備えていると共に、内燃機関11と回転電機12との間に切離用係合装置CLdを備え、回転電機12と車輪15との間に変速機構13を備えている。すなわち、駆動装置1は、内燃機関11と車輪15とを結ぶ動力伝達経路に、内燃機関11から車輪15に向かって、切離用係合装置CLd、回転電機12、及び変速機構13、の順に備えている。これらは、駆動装置ケース(図示せず)内に収容されている。
本実施形態に係る制御装置3の構成について説明する。図4に示すように、本実施形態に係る制御装置3は、複数の機能部を備え、主に回転電機12、切離用係合装置CLd、及び変速用係合装置(C1,B1・・・)を制御する。複数の機能部は、互いに情報の受け渡しを行うことができるように構成されている。制御装置3は、内燃機関11を制御する内燃機関制御ユニット21との間でも、情報の受け渡しを行うことができるように構成されている。制御装置3は、車両の各部に備えられたセンサSe1~Se6による検出結果の情報を取得可能に構成されている。
本実施形態では、まず、変速機構13において第5速段が形成された状態で車両が電動走行モードで走行している場面を想定する。本実施形態では、図3及び図7に示すように、第二クラッチC2及び第三クラッチC3の直結係合状態、並びに他の変速用係合装置の解放状態で第5速段が形成される。この状態で、内燃機関始動要求と変速要求(ここでは、変速比が相対的に大きい変速段への移行要求であるダウンシフト要求)とをほぼ同時期に受ける場面を想定する。
次に、変速機構13において第6速段が形成された状態で車両が電動走行モードで走行している場面を想定する。本実施形態では、図3及び図10に示すように、第二クラッチC2及び第一ブレーキB1の直結係合状態、並びに他の変速用係合装置の解放状態で第6速段が形成される。この状態で、内燃機関始動要求と変速要求(ここではダウンシフト要求)とをほぼ同時期に受ける場面を想定する。
本実施形態に係る対象係合装置決定処理の処理手順について、図13のフローチャートを参照して説明する。
最後に、本発明に係る制御装置の、その他の実施形態について説明する。なお、以下のそれぞれの実施形態で開示される構成は、矛盾が生じない限り、他の実施形態で開示される構成と組み合わせて適用することも可能である。
3 :制御装置
11 :内燃機関
12 :回転電機
13 :変速機構
15 :車輪
41 :始動制御部
42 :始動スリップ制御部
44 :対象決定部
M :変速入力軸(入力側回転部材)
C1 :第一クラッチ(変速用係合装置)
C2 :第二クラッチ(変速用係合装置)
C3 :第三クラッチ(変速用係合装置)
B1 :第一ブレーキ(変速用係合装置)
B2 :第二ブレーキ(変速用係合装置)
CL1 :第一係合装置
CL2 :第二係合装置
CL3 :第三係合装置
CL4 :第四係合装置
CLn :通常解放係合装置
CLs :特別係合装置
CLo :対象係合装置
Vj :判定速度
ΔNj :判定差回転速度
Nsa :基準同期回転速度
Nsb :隣接同期回転速度(特定同期回転速度)
Nsc :特別同期回転速度
ΔNs :基準同期回転速度と隣接同期回転速度(特定同期回転速度)との差分
A :内燃機関始動制御に伴う変速入力軸の回転速度の上昇分
B :余裕代分
Claims (8)
- 内燃機関と車輪とを結ぶ動力伝達経路に、前記内燃機関から前記車輪に向かって、切離用係合装置、回転電機、及び変速機構、の順に設けられ、前記変速機構に備えられる複数の変速用係合装置のそれぞれの係合の状態を制御することにより前記変速機構が複数の変速段を切替可能に構成された車両用駆動装置を制御対象とする制御装置であって、
前記切離用係合装置を解放状態から直結係合状態へと移行させつつ停止状態にある前記内燃機関を始動させる内燃機関始動制御を実行する始動制御部と、
前記内燃機関始動制御に際して、複数の前記変速用係合装置のうちの1つを、少なくとも前記切離用係合装置の直結係合時にスリップ係合状態とする始動スリップ制御を実行する始動スリップ制御部と、
前記始動スリップ制御でスリップ係合状態とする前記変速用係合装置を対象係合装置として決定する対象決定部と、を備え、
前記対象決定部は、設定された判定速度に基づいて、車速が前記判定速度以上の場合には、前記始動スリップ制御の開始時における基準変速段を形成するために直結係合状態とされていた前記変速用係合装置であって当該基準変速段から予め定められた特定変速段へと移行させる際に解放される通常解放係合装置を前記対象係合装置として決定し、車速が前記判定速度未満の場合には、前記基準変速段を形成するために直結係合状態とされていた前記変速用係合装置であって前記複数の変速段の変速比の順において前記特定変速段を挟んで前記基準変速段とは反対側の特別変速段へと移行させる際に解放される特別係合装置を前記対象係合装置として決定する車両用駆動装置の制御装置。 - 前記対象決定部は、前記判定速度を、複数の変速段のうちのいずれが前記基準変速段であるかに応じて異なる値に設定する請求項1に記載の車両用駆動装置の制御装置。
- 車速と変速段とに応じて定まる前記変速機構の入力側回転部材の回転速度が同期回転速度であり、
前記対象決定部は、前記基準変速段での前記同期回転速度である基準同期回転速度と前記特定変速段での前記同期回転速度である特定同期回転速度との差分と、予め定められた判定差回転速度とに基づいて、前記判定速度を設定する請求項1又は2に記載の車両用駆動装置の制御装置。 - 前記判定差回転速度が、前記内燃機関始動制御に伴う前記入力側回転部材の回転速度の前記基準同期回転速度からの上昇分と、前記基準変速段から前記特定変速段への移行時の前記変速用係合装置の応答性を考慮して予め定められた余裕代分とに基づいて設定されている請求項3に記載の車両用駆動装置の制御装置。
- 前記余裕代分が、前記内燃機関の始動開始後における当該内燃機関の回転加速度に応じて設定されている請求項4に記載の車両用駆動装置の制御装置。
- 前記変速用係合装置は、油圧駆動式の係合装置であり、
前記対象決定部は、前記判定速度を、前記始動スリップ制御の開始時の油温に応じて異なる値に設定する請求項1から5のいずれか一項に記載の車両用駆動装置の制御装置。 - 前記変速機構は、少なくとも第一係合装置と第二係合装置とが直結係合状態とされることで形成される第一変速段と、少なくとも前記第一係合装置と第三係合装置とが直結係合状態とされることで形成され前記第一変速段よりも低速段の第二変速段と、少なくとも前記第二係合装置と前記第三係合装置又は第四係合装置とが直結係合状態とされることで形成され前記第二変速段よりも低速段の第三変速段と、を切替可能であり、
前記基準変速段が前記第一変速段であり、前記特定変速段が前記第二変速段であり、前記通常解放係合装置が前記第二係合装置であり、前記特別係合装置が前記第一係合装置である請求項1から6のいずれか一項に記載の車両用駆動装置の制御装置。 - 前記特定変速段は、前記基準変速段に対して低速段側に隣接する隣接変速段である請求項1から7のいずれか一項に記載の車両用駆動装置の制御装置。
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US10300908B2 (en) * | 2015-03-31 | 2019-05-28 | Aisin Aw Co., Ltd. | Control device for starting an internal combustion engine during a shifting operation |
US10322715B2 (en) * | 2015-03-31 | 2019-06-18 | Aisin Aw Co., Ltd. | Control device for performing a start control |
JP6369502B2 (ja) * | 2016-05-19 | 2018-08-08 | マツダ株式会社 | 自動変速機の制御方法及び制御装置 |
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JP6673261B2 (ja) | 2017-02-24 | 2020-03-25 | トヨタ自動車株式会社 | 車両の変速制御装置 |
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