WO2015129571A1 - 車両用制御装置 - Google Patents
車両用制御装置 Download PDFInfo
- Publication number
- WO2015129571A1 WO2015129571A1 PCT/JP2015/054760 JP2015054760W WO2015129571A1 WO 2015129571 A1 WO2015129571 A1 WO 2015129571A1 JP 2015054760 W JP2015054760 W JP 2015054760W WO 2015129571 A1 WO2015129571 A1 WO 2015129571A1
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- Prior art keywords
- rotational speed
- shift
- transmission
- speed
- ωin
- Prior art date
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/145—Structure borne vibrations
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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
- Y02T10/62—Hybrid vehicles
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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
- Y02T10/64—Electric machine technologies in electromobility
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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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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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
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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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a vehicle control device that controls a vehicle drive device including an internal combustion engine as a driving force source for wheels and a transmission.
- the driver may return the accelerator to drive the vehicle inertially before stopping or when traveling on a gentle downhill.
- the engaging device of the transmission is engaged during inertia traveling, a resistance force against traveling is generated.
- the transmission is controlled to a neutral state (a state where the power transmission between the internal combustion engine and the wheels has been eliminated) in which no gear stage is formed and no power is transmitted.
- a neutral state a state where the power transmission between the internal combustion engine and the wheels has been eliminated
- the rotation speed of the rotation member on the internal combustion engine side of the engagement device and the rotation speed of the rotation member on the wheel side are preferably matched within a predetermined range.
- the rotational speed of the wheels increases, and the rotational speed of the rotating member on the wheel side of the engaging device of the transmission May exceed the rotational speed of the rotating member on the internal combustion engine side, and the speed difference between the two may increase.
- the rotational speed of the rotating member on the internal combustion engine side of the engagement device In order to increase the speed, it is necessary to control the output torque of the internal combustion engine to increase the rotational speed of the input shaft of the transmission. That is, until the output torque of the internal combustion engine increases, the rotation speed of the input shaft of the transmission increases, and the rotation speed of the rotation member on the internal combustion engine side of the engagement device becomes higher than the rotation speed of the rotation member on the wheel side. Because the negative torque is transmitted to the wheels even when the engagement device is engaged, the engagement device cannot be engaged, or one of the engagement devices for forming the shift stage is a one-way clutch. For this reason, a positive torque is not transmitted to the wheel, and a response delay occurs in the transmission of the driving force to the wheel. As a result, the acceleration feeling experienced by the driver may deteriorate.
- hybrid vehicles equipped with an internal combustion engine and a rotating electric machine as a driving force source have been put into practical use.
- Some of such hybrid vehicles are configured such that either one of the front wheels and the rear wheels of the vehicle is driven by an internal combustion engine, and the other is driven by a rotating electrical machine.
- EV Electric Vehicle
- Wheel drive traveling can be performed.
- Patent Document 1 discloses, as an example of such a vehicle, a hybrid vehicle that performs front-wheel drive during engine travel, rear-wheel drive during EV travel, and four-wheel drive during hybrid travel. (FIGS. 1, 2, 19th paragraph, etc.).
- a drive system transition such as a transition from engine travel to hybrid travel and a transition from EV travel to hybrid travel.
- the transmission is set to the neutral state.
- shifting from EV traveling to hybrid traveling it is necessary to cause the transmission to form an appropriate shift stage according to the traveling speed and torque of the vehicle, as described above.
- the traveling speed of the vehicle also increases. Therefore, the same problem as described above may occur in such a hybrid vehicle.
- the transmission can be quickly It is desired to provide a technique capable of forming a gear position.
- a vehicle control device that controls a vehicle drive device including an internal combustion engine as a driving force source for wheels and a transmission
- the transmission includes a transmission input member that is drivingly connected to the internal combustion engine, a transmission output member that is drivingly connected to the wheels, and a plurality of engagement devices, and the engagement devices are in an engaged state.
- a plurality of shift stages having different gear ratios are selectively formed, and a shift mechanism that shifts the rotation of the shift input member at a gear ratio according to the shift stages and transmits the rotation to the shift output member,
- a specific engagement device for causing the transmission to form a specific shift stage from a neutral traveling state in which the wheels are rotating and the transmission does not form the shift stage and is not transmitting power In the situation where the rotational speed of the shift output member is increasing, at least when the engaging device for forming the shift stage is engaged, the rotational speed of the shift input member is The rotational speed of the internal combustion engine is controlled to be higher than the post-shift input rotational speed that is the rotational speed of the shift input member after the specific shift stage is formed.
- the transmission device can quickly form a gear stage while suppressing the negative torque from being transmitted to the wheels, thereby reducing the driving force of the internal combustion engine. It becomes possible to transmit to the wheel quickly. In other words, even when the speed of the vehicle traveling in the neutral state where the transmission is not forming a shift stage and transmitting power is increasing, the shift stage is quickly formed in the transmission. Can be made.
- Block diagram schematically showing a configuration example of a vehicle drive device and a vehicle control device Skeleton diagram of vehicle drive system Operation table of transmission (transmission mechanism)
- Speed diagram columnar diagram showing the relationship of rotational speed between each rotating element of the speed change mechanism Timing chart showing an example of timing for high rotation processing Timing chart showing an example (comparative example) when high rotation processing is not performed
- a vehicle drive device to be controlled by the vehicle control device is configured to include at least an internal combustion engine (engine) and a transmission as a driving force source for wheels.
- engine internal combustion engine
- transmission a driving force source for wheels.
- a preferred embodiment of the present invention will be described by taking as an example a hybrid vehicle in which the vehicle drive device further includes a rotating electric machine (motor) as a wheel driving force source.
- motor rotating electric machine
- a vehicle 100 includes an engine E (internal combustion engine) as a driving force source for wheels W, a motor M (rotary electric machine) as a driving force source for wheels W, and a transmission 20.
- the drive device 10 vehicle drive device provided is provided.
- the engine E is an internal combustion engine that outputs power by explosive combustion of hydrocarbon fuels such as gasoline, light oil, ethanol, natural gas, and hydrogen.
- the motor M is an AC rotating electrical machine, and the inverter 71 converts power between DC power supplied from a battery (not shown) and AC power of the motor M.
- the motor M can also function as a generator.
- the engine E is used as the driving force source for the rear wheels Wr
- the motor M is used as the driving force source for the front wheels Wf. That is, the vehicle 100 can perform engine travel (rear wheel drive travel) using the engine E, EV travel (front wheel drive travel) using the motor M, and hybrid travel (four wheel drive travel) using both.
- the driving force of the motor M as a driving force source is transmitted to the front wheels Wf via a motor engagement device 75 and a motor differential gear device 76 as power transmission devices.
- the transmission 20 includes a fluid transmission device 22 attached to the output shaft 14 of the engine E, and a transmission input member 31 that is drivingly connected to the engine E via the fluid transmission device 22.
- the gear mechanism 48 and the differential gear 49 are configured to include a speed change output member 32 that is drivingly connected to the wheels W via a gear W, a speed change mechanism 30, and a hydraulic circuit 50.
- the hydraulic circuit 50 supplies hydraulic oil to the fluid transmission device 22 and the speed change mechanism 30.
- the speed change mechanism 30 includes a plurality of engagement devices (C1, C2, C3, B1, B2, and F1) and has different speed ratios depending on the engagement state of the plurality of engagement devices.
- a plurality of shift stages are selectively formed.
- the transmission 20 shifts the rotational speed of the shift input member 31 at the gear ratio of each shift stage, converts the torque, and transmits the torque to the shift output member 32.
- the torque transmitted from the transmission 20 to the transmission output member 32 is distributed and transmitted to the left and right axles via the differential gear 49, and is transmitted to the wheels W (here, the rear wheels Wr) that are drivingly connected to the axles. Is done.
- the gear ratio is the ratio of the rotational speed of the speed change input member 31 to the rotational speed of the speed change output member 32 when each speed stage is formed in the speed change mechanism 30 (for example, “the rotational speed of the speed change input member 31). / Rotational speed of the shift output member 32 ").
- the rotational speed of the speed change output member 32 is “the rotational speed / speed ratio of the speed change input member 31”.
- the torque transmitted from the transmission mechanism 30 to the transmission output member 32 is “torque transmitted from the transmission input member 31 to the transmission mechanism 30 ⁇ speed ratio”.
- driving connection means a state where two rotating elements are connected so as to be able to transmit a driving force (torque), and the two rotating elements are connected so as to rotate integrally, Alternatively, it is a concept including a state in which the two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members.
- a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like.
- an engagement device that selectively transmits rotation and driving force for example, a friction clutch (friction engagement device) or the like may be included. Therefore, in this embodiment, the transmission input member 31 is drivingly connected to the engine E via the fluid transmission device 22, and the transmission output member 32 is drivingly connected to the wheels W via the differential gear 49.
- the fluid transmission device 22 is configured as a fluid torque converter with a lock-up clutch.
- the fluid transmission device 22 includes a pump impeller 23, a turbine runner 24, a stator 25, a one-way clutch 26, and a lock-up clutch 28.
- the pump impeller 23 as an input side fluid transmission element is connected to the output shaft 14 (crankshaft) of the engine E via the front cover 18.
- the turbine runner 24 as an output side fluid transmission element is connected to a transmission input member 31 of the transmission mechanism 30 via a turbine hub.
- the stator 25 is disposed inside the pump impeller 23 and the turbine runner 24 and rectifies the flow of hydraulic oil from the turbine runner 24 to the pump impeller 23.
- the one-way clutch 26 limits the rotation direction of the stator 25 to one direction.
- the lock-up clutch 28 realizes lock-up that connects the pump impeller 23 (front cover 18) and the turbine runner 24 (turbine hub) by engagement.
- the fluid transmission device 22 functions as a torque amplifier by the action of the stator 25 when the difference in rotational speed between the pump impeller 23 and the turbine runner 24 is large, and when the difference in rotational speed between the pump impeller 23 and the turbine runner 24 is small. Functions as a fluid coupling.
- the lockup clutch 28 is provided with a damper mechanism, and torque fluctuations transmitted to the speed change input member 31 at the time of lockup are absorbed by the damper mechanism.
- the transmission 20 (transmission mechanism 30) is configured to be capable of selectively forming six forward gears and one reverse gear having different gear ratios.
- the speed change mechanism 30 includes a single pinion type first planetary gear mechanism 35 having three rotation elements (S1, R1, CA1) and four rotation elements as will be described later.
- a Ravigneaux type second planetary gear mechanism 37 having (S2, S3, R2, CA2), three clutches (C1, C2, C3), two brakes (B1, B2), and a one-way clutch F1 are provided. .
- the first planetary gear mechanism 35 includes a sun gear S1 as an external gear, a ring gear R1 as an internal gear disposed concentrically with the sun gear S1, and a plurality of pinion gears that mesh with the sun gear S1 and mesh with the ring gear R1. P1 and a carrier CA1 that holds a plurality of pinion gears P1 so as to rotate and revolve freely.
- the sun gear S1 is fixed to a case CS as a non-rotating member.
- the carrier CA1 is drivingly connected so as to selectively rotate integrally with the second sun gear S3 of the second planetary gear mechanism 37 by the third clutch C3, and the first sun gear of the second planetary gear mechanism 37 by the first clutch C1. It is drive-coupled so as to selectively rotate integrally with S2, and is selectively fixed to the case CS by the first brake B1.
- the ring gear R1 is drivingly connected so as to rotate integrally with the transmission input member 31.
- the second planetary gear mechanism 37 includes two sun gears (S2, S3) as external gears, a ring gear R2 as internal gears, a plurality of short pinion gears P2 meshing with the first sun gear S2, a second sun gear S3 and a plurality of sun gears.
- a plurality of long pinion gears P3 that mesh with the short pinion gear P2 and mesh with the ring gear R2, and a carrier CA2 that couples the plurality of short pinion gears P2 and the plurality of long pinion gears P3 and holds them rotatably and revolving. has been.
- the first sun gear S2 of the second planetary gear mechanism 37 is drivingly connected to the carrier CA1 of the first planetary gear mechanism 35 so as to selectively rotate integrally with the first clutch C1.
- the second sun gear S3 is drivingly connected so as to selectively rotate integrally with the carrier CA1 of the first planetary gear mechanism 35 by the third clutch C3, and is selectively fixed to the case CS by the first brake B1.
- the carrier CA2 is drivingly connected to the shift input member 31 so as to selectively rotate integrally with the second clutch C2, and is selectively fixed to the case CS as a non-rotating member by the second brake B2 or the one-way clutch F1.
- the one-way clutch F1 allows relative rotation of the carrier CA2 with respect to the case CS in one direction (here, the positive rotation direction) and in the opposite direction (second direction, here).
- the carrier CA2 is selectively fixed to the case CS. That is, the one-way clutch F1 is released when the relative rotation direction of the two members that rotate relative to each other is the first direction, and the direction of the relative rotation is about to be the second direction opposite to the first direction.
- the one-way engaging device is brought into an engaged state.
- the ring gear R2 is drivingly coupled so as to rotate integrally with the transmission output member 32.
- the plurality of engagement devices (C1, C2, C3, B1, B2) excluding the one-way clutch F1 included in the transmission device 20 (transmission mechanism 30) are all friction engagement devices. These engaging devices are constituted by, for example, a multi-plate clutch or a multi-plate brake that operates by hydraulic pressure.
- the friction engagement device is a power transmission mechanism that transmits torque between engagement members by friction between the engagement members. The magnitude of the maximum torque (transmission torque capacity) that the friction engagement device can transmit by friction varies in proportion to the engagement pressure of the friction engagement device.
- the engagement pressure is a pressure that presses the input side engagement member (friction plate) and the output side engagement member (friction plate) against each other.
- the engagement pressure (engagement state) is controlled by the hydraulic pressure supplied via the hydraulic circuit 50.
- the motor engagement device 75 is also a friction engagement device.
- the engaged state is a state in which a transmission torque capacity is generated in the engagement device, and is rotated between the input side engagement member and the output side engagement member.
- a state where a speed difference (slip) is generated (sliding engagement state) and a state where a rotational speed difference is not generated (direct coupling engagement state) are included.
- the non-engaged state (released state) is a state in which no transmission torque capacity is generated in the engagement device.
- the non-direct engagement state is an engagement state other than the direct engagement state, and includes a release state and a sliding engagement state.
- FIG. 3 shows the relationship between each gear position of the transmission 20 (transmission mechanism 30) and the operating states of the clutches (C1, C2, C3, F1) and the brakes (B1, B2).
- ⁇ indicates that each engaging device is in an engaged state
- No mark indicates that each engaging device is in a released state
- “( ⁇ )” indicates that the engagement device is brought into an engaged state, for example, when engine braking is performed.
- ⁇ indicates that when it rotates in one direction, it is in a released state, and when it rotates in the other direction, it is in an engaged state.
- the speed change mechanism 30 is engaged or disengaged (non-engaged) of the clutches (C1, C2, C3, F1) and engaged or disengaged of the brakes (B1, B2) (
- the first forward speed (first stage: 1st) to the sixth forward speed (sixth stage: 6th), reverse speed (REV), and neutral (N) can be switched in combination with the non-engagement.
- the neutral is a state in which the speed change mechanism 30 does not form any speed (first to sixth, reverse) and does not transmit power (hereinafter referred to as “neutral state” as appropriate). May be called).
- FIG. 4 illustrates the relationship between the rotational speeds of the rotating elements that constitute the speed change mechanism 30.
- the drive device 10 is drive-controlled by the control device 1 (vehicle control device).
- the control device 1 that controls the drive device 10 includes an engine ECU (Electronic Control Unit) 16, a brake ECU 17, a motor ECU 70, a transmission ECU 80, and the like.
- Each ECU is configured with a logical processor such as a microcomputer as a core, and realizes its function by cooperation of hardware including peripheral circuits (memory and the like) and software such as a program executed on the processor. .
- the engine ECU 16 controls the engine E based on the detection results of the vehicle speed sensor 98, the engine rotation speed sensor 14a, the accelerator pedal position sensor 94, and the like.
- the vehicle speed sensor 98 detects the traveling speed (vehicle speed) of the vehicle 100 based on the rotation of the wheels W, for example.
- the engine rotation speed sensor 14a is attached to the output shaft 14 of the engine E, and detects the operating state of the engine E such as the engine rotation speed.
- the accelerator pedal position sensor 94 detects the amount of operation of the accelerator pedal 93, and the engine ECU 16 performs calculation based on the accelerator opening converted from this amount of operation.
- the engine ECU 16 outputs a drive signal to a throttle motor (not shown) that drives a throttle valve (not shown), a control signal to a fuel injection valve (not shown), an ignition signal to a spark plug (not shown), and the like.
- the engine E is controlled.
- the engine ECU 16 uses at least two control methods, torque control for controlling the engine E to output a target torque and rotational speed control for controlling the engine E to rotate at a target rotational speed. E can be driven and controlled. Normally, the engine ECU 16 drives and controls the engine E by a torque control method.
- the brake ECU 17 controls a brake (not shown) (for example, an electronically controlled hydraulic brake) based on detection results of the vehicle speed sensor 98, the brake pedal position sensor 96, and the like.
- the brake pedal position sensor 96 detects the operation amount of the brake pedal 95, and the brake ECU 17 performs a calculation based on the brake amount converted from the operation amount.
- the motor ECU 70 is based on detection results of a vehicle speed sensor 98, an accelerator pedal position sensor 94, a brake pedal position sensor 96, a motor rotation speed sensor 73 such as a resolver, and a current sensor 74 that detects a current flowing in a stator coil of the motor M.
- the motor M is controlled via the inverter 71.
- the transmission ECU 80 detects rotation on the input side of the transmission 20 such as a vehicle speed sensor 98, an accelerator pedal position sensor 94, a brake pedal position sensor 96, a shift position sensor 92 that detects the operation position of the shift lever 91, and the transmission input member 31.
- the transmission 20 is controlled based on the detection results of the output-side rotational speed sensor 32a for detecting the output-side rotation of the transmission 20 such as the input-side rotational speed sensor 31a and the transmission output member 32.
- the transmission ECU 80 controls the fluid transmission device 22 and the transmission mechanism 30 by controlling the hydraulic circuit 50.
- the control device 1 further has an integrated control function.
- the integrated control function is a control function that integrates various controls performed on the engine E, the motor M, the transmission 20, the motor engagement device 75, and the like as the entire vehicle.
- the control device 1 may be configured to include an integrated control ECU (not shown) separately from the engine ECU 16, the brake ECU 17, the motor ECU 70, the transmission device ECU 80, etc., or the control device 1 configures the integrated control ECU.
- the integrated control ECU may include an engine ECU 16, a brake ECU 17, a motor ECU 70, a transmission ECU 80, and the like.
- the control device 1 has a processor that executes integrated control processing, and realizes an integrated control function through cooperation between hardware such as the processor and software such as a program executed on the processor. To do.
- the control device 1 calculates the torque (vehicle required torque Trq) required for driving the wheels W according to the accelerator opening, the vehicle speed, the battery charge amount, and the like, and uses the engine E and the motor M. Determine the driving mode you were in.
- the travel modes include an EV travel mode in which only the motor M is used as a driving force source, an engine travel mode using the engine E, and a hybrid travel mode using both. For example, when the vehicle 100 is started, if the charge amount of the battery is sufficient, the EV traveling mode is selected. After the vehicle starts in the EV travel mode, when the accelerator opening is large or when torque shortage occurs, the EV travel mode is shifted to the hybrid travel mode.
- the transmission 20 is set to a neutral state in which no gear stage is formed and power is not transmitted.
- the traveling speed of the vehicle 100 also increases. Even in such a case, it is required to quickly engage the engaging devices (C1, C2, C3, B1, B2, F1) to cause the transmission 20 to form a gear position.
- the control device 1 sets the shift input member 31 at least when the engagement device for forming the shift stage is engaged (generally at time t30).
- the rotational speed of the engine E is controlled so that the rotational speed (shift input shaft rotational speed ⁇ in) is higher than the post-shift input rotational speed ⁇ in_c described later. This control is performed by rotational speed control.
- the internal combustion engine E is first subjected to torque control, and the rotational speed is controlled from time t ⁇ b> 10.
- the rotational speed control starting from time t10 is a control for controlling the rotational speed of the engine E so that the rotational speed of the shift input member 31 (shift input shaft rotational speed ⁇ in) is higher than the post-shift input rotational speed ⁇ in_c. Yes, referred to herein as “high rotation processing”.
- the high-rotation process is executed so that the shift input shaft rotation speed ⁇ in is higher than the post-shift input rotation speed ⁇ in_c until the engagement device for forming the shift stage is engaged (generally at time t30). Is done.
- the post-shift input rotational speed ⁇ in_c is the rotational speed of the shift input member 31 after the formation of a specific shift stage.
- the post-shift input rotational speed ⁇ in_c is a rotational speed obtained by converting the rotational speed of the shift output member 32 (shift output shaft rotational speed ⁇ out0) into the rotational speed at the position of the shift input member 31. Therefore, the post-shift input rotational speed ⁇ in_c can be referred to as a speed ( ⁇ out) corresponding to the output side (the shift output member 32 or the wheel W).
- the post-shift input rotational speed ⁇ in_c can be a rotational speed obtained by converting the rotational speed of the shift output member 32 (shift output shaft rotational speed ⁇ out0) based on the gear ratio.
- the post-shift input rotational speed ⁇ in_c is a value obtained by multiplying the rotational speed of the shift output member 32 (shift output shaft rotational speed ⁇ out0) by the speed ratio of the power transmission path from the shift output member 32 to the shift input member 31. Is preferred.
- the gear ratio is determined by a gear position determined based on a shift map (not shown) composed of the required torque of the engine E and the speed of the vehicle 100. It is preferable that the speed ratio referred to when calculating the post-shift input rotation speed ⁇ in_c is the speed ratio determined when the shift speed formation command is issued. That is, the rotational speed obtained by converting the shift output shaft rotational speed ⁇ out0 based on the speed ratio determined by referring to the shift map according to the required torque of the engine E and the speed of the vehicle 100 when the shift speed formation command is issued. Is preferably the input rotational speed ⁇ in_c after the shift.
- the gear ratio may be determined in accordance with the required torque of the engine E and the speed of the vehicle 100, and the latest gear ratio may be used when a gear position formation command is issued. Further, in the case of shifting from EV traveling to hybrid traveling, the control device 1 forms a gear position after starting the stopped engine E. In such a case, it is also preferable to calculate the post-shift input rotational speed ⁇ in_c based on the speed ratio determined when the engine start command is issued.
- the gear stage is formed in the transmission 20 from the neutral running state in a situation where the rotational speed of the speed change output member 32 (corresponding to “post-shift input rotational speed ⁇ in_c” in FIG. 5) is increasing.
- the neutral traveling state is a traveling state in which the wheels W are rotating (the vehicle 100 is traveling), and the transmission 20 does not form a gear stage and transmits power. Refers to a state that is not neutral.
- the invention according to the present embodiment is characterized in that, in such a situation, the rotational speed of the engine E is controlled so that the shift input shaft rotational speed ⁇ in is higher than the post-shift input rotational speed ⁇ in_c. .
- the rotational speed of the input member 31) (shift input shaft rotational speed ⁇ in) is the rotational speed of the post-shift input rotational speed ⁇ in_c (the rotational speed of the rotational member (shift output member 32) on the wheel W side) at the position of the shift input member 31.
- the rotational speed converted into a speed, the rotational speed converted from the rotational speed of the speed change output member 32 based on the speed ratio, and the rotational speed of the speed change input member 31 after the formation of a specific gear stage) are preferable.
- the post-shift input rotational speed ⁇ in_c is at the timing at which the engagement device is desired to be engaged. There are cases where the speed change input shaft rotational speed ⁇ in is exceeded. As shown in FIG. 5, in this situation, the control device 1 controls the rotational speed of the engine E as described in detail below so that the post-shift input rotational speed ⁇ in_c does not exceed the shift input shaft rotational speed ⁇ in. Control (perform high-rotation processing). FIG.
- FIG. 6 illustrates an example in which the post-shift input rotational speed ⁇ in_c exceeds the shift input shaft rotational speed ⁇ in at a timing when the high speed process is not performed and the engagement device is desired to be engaged in such a situation.
- the high rotation processing will be described using FIG. 6 as a comparative example.
- an example will be described in which the engine E is started immediately after the vehicle 100 starts and the transmission 20 is formed with the first stage (1st).
- the vehicle 100 has been running with the torque from the motor M as the driving force from time t0.
- the engine E that has been stopped is started between the time t0 and the time t10.
- the engine ECU 16 can drive and control the engine E by two control methods, but normally controls the drive of the engine E by torque control. Accordingly, the engine E after being started is driven and controlled by torque control. At this time, no gear stage is formed in the transmission 20, and drive control is performed so that the engine E enters an idle state (idle control).
- the idle control may be executed by giving an appropriate engine torque command, or an idle flag that is output in response to the transmission 20 being controlled in the neutral state in cooperation with the transmission ECU 80 or the like. May be executed based on
- the control device 1 starts control for causing the transmission 20 to form a gear position.
- the control device 1 executes a torque reduction process to temporarily reduce the output torque of the engine E in order to reduce the engagement shock that occurs when the engagement device is engaged.
- the engine torque command Ti_e is decreased during the period from time t20 to time t30, and the engine torque command Ti_e is returned to the value before torque reduction from time t30 to time t40.
- the engine idle command (flag) is transitioned to an ineffective state.
- the engine idle command (flag) is transitioned to an invalid state when the high rotation process is started.
- the transmission ECU 80 applies hydraulic pressure to the engagement device via the hydraulic circuit 50 in order to cause the transmission 20 to form a gear position.
- the shift speed is formed by engaging the brake B2 as the engagement device and the one-way clutch F1 (FIG. 5). 3 and FIG. 4). That is, hydraulic pressure is applied to the brake B2 and engaged, and the one-way clutch F1 is also engaged by transmitting positive torque from the engine E to the wheel W side.
- the shift input shaft rotation speed ⁇ in is higher than the post-shift input rotation speed ⁇ in_c. Therefore, the one-way clutch F1 is also immediately engaged with the engagement of the brake B2, and a gear stage is formed in the transmission 20, and the engine torque is transmitted to the wheels W. That is, hybrid travel is realized.
- the vehicle torque which is the torque transmitted to the wheels W, is the torque by the motor M until time t30, but after time t30, it is the sum of the torque of the motor M and the torque of the engine E.
- the traveling speed of the vehicle 100 is increased (the input rotational speed ⁇ in_c after the shift is increased).
- the shift input shaft rotational speed ⁇ in is lower than the post-shift input rotational speed ⁇ in_c. Therefore, even if the hydraulic pressure is applied to the engagement device via the hydraulic circuit 50 in order to cause the transmission 20 to form a shift speed, the shift speed is not formed immediately.
- the shift speed is formed by engaging the brake B2 as the engagement device and the one-way clutch F1 (see FIGS. 3 and 4). ).
- High rotation processing is realized by rotational speed control, which is a control method for controlling the engine E to rotate at a target rotational speed.
- the control device 1 engine ECU 16
- the rotation speed of the engine E is controlled based on the engine speed command ⁇ i_e instead of the engine torque command Ti_e from time t10 to time t20.
- control device 1 prevents the rotational speed of the transmission input member 31 (transmission input shaft rotational speed ⁇ in) from becoming lower than the post-shift input rotational speed ⁇ in_c after the rotational speed becomes higher than the post-shift input rotational speed ⁇ in_c.
- the rotational speed of the engine E is controlled.
- the fluid electric device 22 is in the lock-up state by the lock-up clutch 28, the engine E and the shift input member 31 are directly connected, and the shift input shaft rotation speed ⁇ in and the rotation speed of the engine E match.
- the control device 1 determines that the rotational speed of the engine E does not become lower than the post-shift input rotational speed ⁇ in_c after the rotational speed of the engine E becomes higher than the post-shift input rotational speed ⁇ in_c. To control. As one aspect, the control device 1 determines that the shift input shaft rotation speed ⁇ in (or the engine E rotation speed) becomes higher than the post-shift input rotation speed ⁇ in_c, and then the shift input shaft rotation speed ⁇ in (or the engine E rotation speed). The rotational speed of the engine E is controlled so that the shift input shaft rotational speed ⁇ in is higher than the post-shift input rotational speed ⁇ in_c before the post-shift input rotational speed ⁇ in_c matches.
- the control device 1 After the shift input shaft rotation speed ⁇ in (or the rotation speed of the engine E) becomes higher than the post-shift input rotation speed ⁇ in_c, the control device 1 always shifts the shift input shaft rotation speed ⁇ in (or the rotation of the engine E). It is preferable to control the rotational speed of the engine E so that the speed) is higher than the post-shift input rotational speed ⁇ in_c.
- the control device 1 increases the rotational speed until the rotational speed of the transmission input member 31 (transmission input shaft rotational speed ⁇ in) becomes less than the post-shifting input rotational speed ⁇ in_c due to the increase of the rotational speed of the transmission output member 32. Start executing the process. For example, the execution of the high rotation process is started by time t15 shown in FIGS.
- the control device 1 determines whether or not the rotation speed of the shift input member 31 (shift input shaft rotation speed ⁇ in) is less than the post-shift input rotation speed ⁇ in_c when the execution of the high rotation process is started. Execute the judgment process.
- the control device 1 changes the temporal change in the input synchronous rotational speed ⁇ in_s, which is the rotational speed of the speed change input member 31 or a member that rotates synchronously with the speed change input member 31, and Whether the rotational speed of the speed change input member 31 (speed change input shaft speed ⁇ in) is less than the post-speed change input speed ⁇ in_c based on the time variation of the output synchronous speed ⁇ out_s that is the speed of rotation of the synchronously rotating member. It is preferable to determine whether or not.
- the control device 1 determines that the speed change input shaft rotational speed ⁇ in is the post-shift input rotational speed ⁇ in_c based on the rate of change of the output synchronous rotational speed ⁇ out_s and the rate of change of the input synchronous rotational speed ⁇ in_s. It may be determined whether or not there is a possibility of becoming less than.
- the rotational speed of the speed change input member 31 detected by the input side rotational speed sensor 31a is defined as the input synchronous rotational speed ⁇ in_s
- the rotational speed of the speed change output member 32 detected by the output side rotational speed sensor 32a is set.
- the output synchronous rotation speed is ⁇ out_s.
- the input synchronous rotational speed ⁇ in_s is a member that rotates synchronously with the speed change input member 31 (a member that is connected without an engagement element, that is, a speed that is always proportional to the speed of the speed change input member 31).
- the rotation speed of the member Similarly, the output synchronous rotation speed ⁇ out_s may be a rotation speed of a member that rotates synchronously with the speed change output member 32.
- the control device 1 determines that the shift input shaft rotation speed ⁇ in is changed to the post-shift input rotation speed ⁇ in_c based on the temporal change in the output synchronous rotation speed ⁇ out_s and the temporal change in the input synchronous rotation speed ⁇ in_s.
- You may perform the reverse rotation time estimation process which estimates the time (reverse rotation time; equivalent to the time t15) which becomes less than.
- the control device 1 estimates the reverse rotation timing (time t15) based on the change rate of the output synchronous rotation speed ⁇ out_s and the change rate of the input synchronous rotation speed ⁇ in_s.
- the control device 1 calculates the rate of change “a” of the output synchronous rotational speed ⁇ out_s based on the temporal change of the output synchronous rotational speed ⁇ out_s detected by the output side rotational speed sensor 32a. Since the rate of change of the output synchronous rotation speed ⁇ out_s is equivalent to the acceleration of the vehicle 100, for example, the control device 1 uses the acceleration “a” of the vehicle 100 detected by an acceleration sensor (not shown) as the output synchronous rotation speed ⁇ out_s. The rate of change “a” may be used.
- control device 1 calculates the rate of change “d” of the input synchronous rotational speed ⁇ in_s based on the temporal change of the input synchronous rotational speed ⁇ in_s detected by the input side rotational speed sensor 31a. At this time, the control device 1 may acquire the rate of change of the input synchronous rotation speed ⁇ in_s (acceleration of the engine E) in cooperation with the engine ECU 16.
- the characteristic curve of the shift input shaft rotational speed ⁇ in (or input synchronous rotational speed ⁇ in_s) and the post-shift input rotational speed ⁇ in_c (or output synchronous rotational speed).
- the intersection (time t15) with the characteristic curve of ⁇ out_s) may be directly obtained by calculation. That is, the control device 1 may obtain a point of intersection by calculating a function that represents both characteristic curves.
- the control device 1 determines that the rotational speed ( ⁇ in) of the shift input member is a specific shift.
- the rotational speed of the engine E is controlled so as to be higher than the post-shift input rotational speed ⁇ in_c, which is the rotational speed of the stage shift input member 31.
- the control device 1 executes the high rotation process when it is determined in the above-described rotation speed determination process that the rotation speed ( ⁇ in) of the shift input member 31 is less than the post-shift input rotation speed ⁇ in_c.
- the high rotation processing is preferably started before the reverse rotation timing (for example, time t10) so that the shift input shaft rotational speed ⁇ in does not become less than the post-shift input rotational speed ⁇ in_c (for example, time t10).
- the reverse rotation time when the reverse rotation time is estimated, it is preferable that the high rotation process is executed before the response margin time defined in advance for the reverse rotation time.
- the response margin time (Tm) is, for example, “t15-t10”.
- the reverse rotation timing is not estimated, it is preferable that the high rotation processing is executed immediately after it is determined that the shift input shaft rotation speed ⁇ in may be less than the post-shift input rotation speed ⁇ in_c. .
- the rotational speed of the engine E is set so that the rotational speed of the shift input member 31 (shift input shaft rotational speed ⁇ in) is higher than the post-shift input rotational speed ⁇ in_c. It is possible to control and maintain a condition that allows the transmission device 20 to quickly form a gear position. Thereby, even if the traveling speed of the vehicle 100 in the neutral traveling state is increasing, the gear stage can be quickly formed in the transmission 20.
- the drive device 10 further includes the motor M in addition to the engine E is illustrated.
- the drive device 10 may be configured without the motor M.
- the driver may return the accelerator to cause the vehicle to travel inertially.
- the transmission 20 forms a shift stage during inertial running, the engine E is driven to rotate in response to the rotation of the wheel W, that is, a so-called engine brake state, and the torque in the deceleration direction of the vehicle 100 is reduced to the wheel W. Act on.
- the transmission 20 may be controlled to a neutral state in order to increase the inertial travel distance and reduce the fuel consumption of the vehicle 100.
- the transmission device 20 in the neutral state is formed with an appropriate shift stage according to the traveling speed and torque of the vehicle 100. There is a need. Therefore, even if the vehicle 100 does not include the motor M, it is preferable to perform the torque reduction process as described above.
- the drive device 10 further includes the motor M in addition to the engine E, the engine E is drivingly connected to the rear wheel Wr via the transmission 20, and the motor M is connected to the front wheel Wf (separately).
- the configuration in which the driving connection is made to the wheel) is illustrated.
- the engine E may be drivingly connected to the front wheel Wf via the transmission 20, and the motor M may be drivingly connected to the rear wheel Wr (another wheel).
- the motor M is not limited to the configuration in which the motor E is drivingly connected to another wheel (Wf or Wr) different from the wheel (Wr or Wf) to which the engine E is drivingly connected via the transmission 20.
- the engine E and the motor M may be drivingly connected to the same wheel W.
- the motor M is drivingly connected to a rotating member that constitutes a power transmission path between the transmission output member 32 and the wheel W.
- the neutral traveling state may be realized in a neutral state in which the transmission 20 does not form a gear stage and the torque of the motor M is transmitted to any one of the wheels W.
- the post-shift input rotational speed ⁇ in_c the rotational speed of the shift output member 32 (shift output shaft rotational speed ⁇ out0) is changed to the power transmission path from the shift output member 32 to the shift input member 31.
- a mode of multiplying the gear ratio is shown.
- the post-shift input rotational speed ⁇ in_c may be based on any rotational speed as long as it is converted from the rotational speed of the member that rotates in synchronization with the shift output member 32.
- the member that rotates synchronously refers to a member that is connected without an engagement element, and the rotational speed thereof is proportional to the rotational speed of the synchronized rotational member (here, the transmission output member 32).
- one of the engagement devices for causing the transmission 20 to form a shift stage is a one-way engagement device (one-way clutch F1).
- the present invention is not limited to this, and the engagement device for forming the gear stage does not include the one-way engagement device, and may be a friction engagement device or a meshing engagement device.
- the shift stage is formed by such an engagement device, if the shift stage is formed in a state where the shift input shaft rotational speed ⁇ in of the shift input member 31 is lower than the post-shift input rotational speed ⁇ in_c, the wheel W is negatively affected. Torque is transmitted.
- the engagement timing of at least a part of the engagement device for forming the gear stage is set so that the shift input shaft rotation speed ⁇ in is higher than the post-shift input rotation speed ⁇ in_c. It is necessary to control the speed, and the driving force of the engine E cannot be quickly transmitted to the wheels. However, as described above, by executing the high rotation processing, it is possible to suppress such a delay and to quickly transmit the driving force of the engine E to the wheels. That is, the configuration of the present invention is also effective when the engagement device for forming the gear stage is configured by one or both of a friction engagement device and a meshing engagement device.
- the transmission (20) includes a transmission input member (31) that is drivingly connected to the internal combustion engine (E), a transmission output member (32) that is drivingly connected to the wheels (W), and a plurality of engagement devices.
- a specific shift stage is set to the transmission (20) from a neutral traveling state where power is not transmitted.
- the rotational speed ( ⁇ in) of the shift input member (31) is the rotation of the shift input member (31) after formation of the specific shift stage.
- the rotational speed of the internal combustion engine (E) is controlled to be higher than the post-shift input rotational speed ( ⁇ in_c), which is the speed.
- the engaging device (C1, C2, C3, B1, B2, F1) for forming the gear stage when the engaging device (C1, C2, C3, B1, B2, F1) for forming the gear stage is engaged, the rotational speed ( ⁇ in) of the transmission input member (31) is engaged. ) Is higher than the post-shift input rotational speed, the rotational speed of the internal combustion engine (E) is controlled. Therefore, when it is necessary to transmit the driving force of the internal combustion engine (E) to the wheels (W), the transmission stage (20) is prevented from transmitting negative torque to the wheels (W), and the transmission (20) is shifted to the gear stage.
- the driving force of the internal combustion engine (E) can be quickly transmitted to the wheels (W). That is, even when the traveling speed of the vehicle (100) that travels in a neutral state in which the transmission (20) does not form a shift stage and does not transmit power, the speed is changed quickly.
- the gear stage can be formed in the device (20).
- the vehicular control apparatus provides a post-shift input rotational speed ( ⁇ in_c) after the rotational speed of the shift input member (31) becomes higher than the post-shift input rotational speed ( ⁇ in_c).
- the rotational speed of the internal combustion engine (E) may be controlled so as not to be lower than ⁇ in_c). According to this configuration, even when the rotational speed ( ⁇ out0) of the transmission output member (32) is increasing, the rotational speed of the transmission input member (31) is always equal to the post-shift input rotational speed ( ⁇ in_c).
- the rotational speed of the internal combustion engine (E) is controlled to be higher than that. Accordingly, rapid power transmission can be realized at any time during acceleration of the vehicle (100).
- the rotational speed ( ⁇ in) of the input member (31) is the input rotational speed after shifting.
- the rotational speed of the internal combustion engine (E) becomes, for example, an idling state in a state where the power of the internal combustion engine (E) is not transmitted to the wheels (W), and becomes a substantially constant rotational speed.
- the engagement devices When the post-shift input rotational speed ( ⁇ in_c) becomes higher than the rotational speed ( ⁇ in) of the shift input member (31) in the idling state, the engagement devices (C1, C2, C3, B1, B2, F1) When the is engaged, it impedes rapid power transmission. Accordingly, when the post-shift input rotational speed ( ⁇ in_c) increases, it is determined whether the post-shift input rotational speed ( ⁇ in_c) exceeds the rotational speed of the internal combustion engine (E), and the internal combustion engine is promptly determined. It is preferable that the rotational speed of (E) is controlled.
- the vehicular control device (1) changes over time in the input synchronous rotation speed ( ⁇ in_s), which is the rotation speed of the shift input member (31) or a member that rotates in synchronization with the shift input member (31).
- ⁇ in_s the rotation speed of the shift input member (31) or a member that rotates in synchronization with the shift input member (31).
- ⁇ out_s the temporal change of the output synchronous rotation speed ( ⁇ out_s) that is the rotational speed of the transmission output member (32) or a member that rotates synchronously with the transmission output member (32).
- ⁇ in_c the post-shift input rotational speed of the shift input member (31) is less than the post-shift input rotational speed ( ⁇ in_c).
- the internal combustion engine (E) is generally driven and controlled by a control method in which the output torque of the internal combustion engine (E) becomes the target torque, that is, torque control, but is driven by a method different from the torque control. It can also be controlled.
- drive control can be performed by a control system that outputs a target rotation speed, that is, rotation speed control.
- the control method is not changed. However, controlling the rotational speed of the internal combustion engine (E) so that the rotational speed ( ⁇ in) of the transmission input member (31) is higher than the post-shift input rotational speed ( ⁇ in_c) ) To control the rotation speed.
- the vehicle control device (1) is preferably configured to be able to change the control method.
- at least two of the torque control in which the internal combustion engine (E) is controlled to output a target torque and the rotational speed control in which the internal combustion engine (E) is controlled to rotate at a target rotational speed are used.
- Drive control is possible by a control method, and the rotational speed of the internal combustion engine (E) is controlled so that the rotational speed ( ⁇ in) of the shift input member (31) is higher than the input rotational speed ( ⁇ in_c) after the shift. In doing so, it is preferable to change the control method of the internal combustion engine (E) from the torque control to the rotational speed control.
- the vehicle control device (1) controls the vehicle drive device (10) including at least the internal combustion engine (E) and the transmission (20).
- hybrid vehicles including an internal combustion engine (E) and a rotating electrical machine (M) as driving force sources have been put into practical use.
- Such an automobile can perform engine traveling using the internal combustion engine (E) and the transmission (20), EV traveling using the rotating electrical machine (M), and hybrid traveling using both of them.
- the transmission (20) is in the neutral state during EV travel, when the drive system changes from EV travel to hybrid travel, the transmission in the neutral state is performed as described above. It is preferable that (20) be formed with an appropriate shift speed according to the traveling speed and torque of the vehicle (100).
- the vehicle drive device (10) to be controlled by the vehicle control device (1) further includes a rotating electrical machine (M), and the rotating electrical machine (M) is driven as follows.
- the neutral running state is realized as follows. Specifically, the rotating electrical machine (M) is drivingly connected to another wheel (Wf) different from the wheel (Wr) to which the internal combustion engine (E) is drivingly connected via the transmission (20).
- the neutral travel state is a neutral state in which the transmission (20) does not form the shift stage and the power is not transmitted, and the torque of the rotating electrical machine (M) is the other wheel ( It is preferable to be realized in a state of being transmitted to Wf).
- the rotating electrical machine (M) is drivingly connected to a rotating member that constitutes a power transmission path between the speed change output member (32) and the wheels (W), and the neutral travel state is determined by the transmission (20). Is preferably in a neutral state in which the gear stage is not formed and power is not transmitted and the torque of the rotating electrical machine (M) is transmitted to the wheels (W). It is.
- the present invention can be used in a vehicle control device that controls a vehicle drive device including an internal combustion engine as a driving force source for wheels and a transmission.
- Control device (vehicle control device) 10: Drive device (vehicle drive device) 20: Transmission 30: Transmission mechanism 31: Transmission input member 32: Transmission output member 100: Vehicle B1: First brake (engaging device) B2: Second brake (engagement device) C1: First clutch (engagement device) C2: Second clutch (engagement device) C3: Third clutch (engagement device) E: Engine (internal combustion engine) M: Motor (rotary electric machine) W: Wheel Wf: Front wheel Wr: Rear wheel ⁇ in: Speed change input shaft rotation speed (speed change input member rotation speed) ⁇ in_c: input rotation speed after shifting ⁇ out0: shift output shaft rotation speed (rotation speed of shift output member) ⁇ in_s: input synchronous rotational speed ⁇ out_s: output synchronous rotational speed
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Abstract
Description
車輪の駆動力源としての内燃機関と、変速装置と、を備えた車両用駆動装置を制御対象とする車両用制御装置であって、
前記変速装置は、前記内燃機関に駆動連結された変速入力部材と、前記車輪に駆動連結された変速出力部材と、複数の係合装置を備えると共に当該複数の係合装置の係合の状態に応じて変速比の異なる複数の変速段が選択的に形成され、前記変速入力部材の回転を前記変速段に応じた変速比で変速して前記変速出力部材に伝達する変速機構と、を備え、
前記車輪の回転中で且つ前記変速装置が前記変速段を形成しておらず、動力の伝達を行っていないニュートラル走行状態から前記変速装置に特定の変速段を形成させるために特定の係合装置を係合させる場合に、前記変速出力部材の回転速度が上昇している状況において、少なくとも前記変速段を形成するための係合装置が係合される際に、前記変速入力部材の回転速度が、前記特定の変速段の形成後の前記変速入力部材の回転速度である変速後入力回転速度よりも高くなるように、前記内燃機関の回転速度を制御する点にある。
以下、本発明のその他の実施形態について説明する。尚、以下に説明する各実施形態の構成は、それぞれ単独で適用されるものに限られず、矛盾が生じない限り、他の実施形態の構成と組み合わせて適用することも可能である。
以下、上記において説明した、本発明の実施形態における車両用制御装置(1)の概要について簡単に説明する。
車輪(W)の駆動力源としての内燃機関(E)と、変速装置(20)と、を備えた車両用駆動装置(10)を制御対象とする車両用制御装置(1)であって、
前記変速装置(20)は、前記内燃機関(E)に駆動連結された変速入力部材(31)と、前記車輪(W)に駆動連結された変速出力部材(32)と、複数の係合装置(C1,C2,C3,B1,B2,F1)を備えると共に当該複数の係合装置(C1,C2,C3,B1,B2,F1)の係合の状態に応じて変速比の異なる複数の変速段が選択的に形成され、前記変速入力部材の回転を前記変速段に応じた変速比で変速して前記変速出力部材に伝達する変速機構(30)と、を備え、
前記車輪(W)の回転中で且つ前記変速装置(20)が前記変速段を形成しておらず、動力の伝達を行っていないニュートラル走行状態から前記変速装置(20)に特定の変速段を形成させるために特定の係合装置を係合させる場合に、前記変速出力部材(32)の回転速度が上昇している状況において、少なくとも前記変速段を形成するための係合装置(C1,C2,C3,B1,B2,F1)が係合される際に、前記変速入力部材(31)の回転速度(ωin)が、前記特定の変速段の形成後の前記変速入力部材(31)の回転速度である変速後入力回転速度(ωin_c)よりも高くなるように、前記内燃機関(E)の回転速度を制御する点にある。
10 :駆動装置(車両用駆動装置)
20 :変速装置
30 :変速機構
31 :変速入力部材
32 :変速出力部材
100 :車両
B1 :第1ブレーキ(係合装置)
B2 :第2ブレーキ(係合装置)
C1 :第1クラッチ(係合装置)
C2 :第2クラッチ(係合装置)
C3 :第3クラッチ(係合装置)
E :エンジン(内燃機関)
M :モータ(回転電機)
W :車輪
Wf :前輪
Wr :後輪
ωin :変速入力軸回転速度(変速入力部材の回転速度)
ωin_c :変速後入力回転速度
ωout0 :変速出力軸回転速度(変速出力部材の回転速度)
ωin_s :入力同期回転速度
ωout_s:出力同期回転速度
Claims (5)
- 車輪の駆動力源としての内燃機関と、変速装置と、を備えた車両用駆動装置を制御対象とする車両用制御装置であって、
前記変速装置は、前記内燃機関に駆動連結された変速入力部材と、前記車輪に駆動連結された変速出力部材と、複数の係合装置を備えると共に当該複数の係合装置の係合の状態に応じて変速比の異なる複数の変速段が選択的に形成され、前記変速入力部材の回転を前記変速段に応じた変速比で変速して前記変速出力部材に伝達する変速機構と、を備え、
前記車輪の回転中で且つ前記変速装置が前記変速段を形成しておらず、動力の伝達を行っていないニュートラル走行状態から前記変速装置に特定の変速段を形成させるために特定の係合装置を係合させる場合に、前記変速出力部材の回転速度が上昇している状況において、少なくとも前記変速段を形成するための係合装置が係合される際に、前記変速入力部材の回転速度が、前記特定の変速段の形成後の前記変速入力部材の回転速度である変速後入力回転速度よりも高くなるように、前記内燃機関の回転速度を制御する車両用制御装置。 - 前記変速入力部材の回転速度が、前記変速後入力回転速度よりも高くなった後、前記変速後入力回転速度よりも低くならないように、前記内燃機関の回転速度を制御する請求項1に記載の車両用制御装置。
- 前記変速入力部材又は前記変速入力部材と同期回転する部材の回転速度である入力同期回転速度の時間的変化と、前記変速出力部材又は前記変速出力部材と同期回転する部材の回転速度である出力同期回転速度の時間的変化とに基づいて、前記変速入力部材の回転速度が前記変速後入力回転速度未満になるか否かを判定し、
前記変速入力部材の回転速度が前記変速後入力回転速度未満になると判定された場合に、前記変速入力部材の回転速度が、前記特定の変速段の形成後の前記変速入力部材の回転速度である変速後入力回転速度よりも高くなるように、前記内燃機関の回転速度を制御する請求項1又は2に記載の車両用制御装置。 - 前記内燃機関は、目標とするトルクを出力するように制御されるトルク制御と、目標とする回転速度で回転するように制御される回転速度制御との少なくとも2つの制御方式により駆動制御可能であり、
前記変速入力部材の回転速度を前記変速後入力回転速度よりも高くするように、前記内燃機関の回転速度を制御するに際して、前記内燃機関の制御方式を前記トルク制御から前記回転速度制御に変更する請求項1から3の何れか一項に記載の車両用制御装置。 - 前記車両用駆動装置は、回転電機を更に備え、
前記回転電機は、前記内燃機関が前記変速装置を介して駆動連結された前記車輪とは異なる別車輪に駆動連結され、前記ニュートラル走行状態は、前記変速装置が前記変速段を形成しておらず、動力の伝達を行っていないニュートラル状態であって、前記回転電機のトルクが前記別車輪に伝達されている状態で実現される、又は、
前記回転電機は、前記変速出力部材と前記車輪との動力伝達経路を構成する回転部材に駆動連結され、前記ニュートラル走行状態は、前記変速装置が前記変速段を形成しておらず、動力の伝達を行っていないニュートラル状態であって、前記回転電機のトルクが前記車輪に伝達されている状態で実現される、請求項1から4の何れか一項に記載の車両用制御装置。
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