JP2001090830A - Vehicle braking force control device - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To suppress a shock caused by a load change of a transmission when changing a selection mode of engine brake control and regenerative braking control. A transmission is provided in a power transmission path from an engine to a wheel, and a generator is provided in a power transmission path from a transmission to a wheel. In a coast state of a vehicle, engine braking control and regeneration are performed. In a vehicle braking force control device capable of performing braking control, a lock-up clutch for a transmission that performs at least one of engine braking control and the regenerative braking control and that is different from each other in a different selection mode. Lock-up clutch control means (step S
1, to S9).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle braking force control device capable of generating an engine brake and a regenerative braking force when the vehicle is coasted.

[0002]

2. Description of the Related Art In recent years, a vehicle equipped with an engine and an electric motor as a driving force source, a so-called hybrid vehicle, has been proposed. In this hybrid vehicle, driving and stopping of the engine and the electric motor are controlled based on various conditions. In this way, by transmitting the torque output from at least one of the engine and the electric motor to the wheels, the characteristics and functions of each driving force source can be effectively utilized.

In such a hybrid vehicle, since the engine and the electric motor are both connected to the wheels so as to be able to transmit power, the power of the wheels is transmitted to the engine when the vehicle is coasting. By applying engine braking force to the vehicle by the rotational resistance, or by transmitting the power of the wheels to the electric motor to make the electric motor function as a generator,
At least one of the regenerative braking controls for applying a regenerative braking force according to the generated power to the vehicle can be selected.

[0004] An example of a hybrid vehicle capable of exerting a braking force on a vehicle by the function of at least one of an engine and an electric motor is disclosed in JP-A-10-73.
No. 161 publication. The hybrid vehicle described in this publication includes an engine and a motor generator as a driving force source, and an automatic transmission is provided between the engine and driving wheels. A motor generator is provided so that the torque can be transmitted to the input side of the automatic transmission. That is, the engine and the motor generator are arranged in parallel with each other on the input side of the automatic transmission.

[0005] In the hybrid vehicle described in the above publication, the power of the wheels is transmitted to the motor generator or the engine via the automatic transmission in the coast state of the vehicle, so that the power generated by the motor generator can be changed. It is possible to select between regenerative braking control for generating a regenerative braking force and engine braking control for applying an engine braking force to the vehicle in accordance with the rotational resistance of the engine.

[0006]

When an engine and a motor / generator as a driving force source are mounted on a vehicle, the engine is provided on the input side of the transmission while the engine is mounted on the input side based on conditions such as mountability. A layout has been proposed in which a motor generator is arranged in a power transmission path between a machine and wheels. As described above, although there are various layouts of the engine and the electric motor in the hybrid vehicle, when the coast state of the vehicle is the same, it is desirable that the braking force (in other words, the deceleration) acting on the entire vehicle is substantially constant.

However, as described above, in a vehicle in which the engine is disposed on the input side of the transmission and the motor generator is disposed in the power transmission path from the transmission to the wheels, regenerative braking control and engine braking are performed. If the control selection mode is changed, the load on the transmission changes before and after the control selection mode is changed. Therefore, if the transmission is controlled based on the same control logic or the same control constant, it may not be possible to adapt to the change in the load. As a result, there is a problem that the occupant of the vehicle experiences a shock or feels strange.

The present invention has been made in view of the above circumstances, and in a vehicle capable of performing engine brake control and regenerative braking control, when changing the mode of selection of each control, the transmission of the transmission is required. It is an object of the present invention to provide a vehicle braking force control device capable of suppressing occurrence of a shock due to control.

[0009]

To achieve the above object, according to the first aspect of the present invention, a transmission is provided in a power transmission path from an engine to a wheel, and a transmission is provided from the transmission to the wheel. A power generator is provided in a power transmission path leading to the power transmission path, and the transmission directly connects the power transmission members to a fluid power transmission device in which power is transmitted by a fluid between a plurality of power transmission members. Having a lock-up clutch capable of transmitting the power of the wheels to the engine in a coast state of the vehicle, thereby applying an engine braking force based on the rotational resistance of the engine to the vehicle, By transmitting the power of the wheels to the generator, regenerative braking control for applying a regenerative braking force to the vehicle in accordance with the power generated by the generator is performed. In the vehicle braking force control device capable of performing at least one of the engine brake control and the regenerative braking control, and when mutually changing different types of selection modes, the engagement state of the lock-up clutch is changed. A lock-up clutch control means for changing the lock-up clutch is provided.

According to the first aspect of the present invention, the torque transmission capacity between the power transmission members of the hydraulic power transmission device is controlled in accordance with a change in the selection mode for selecting at least one of the engine brake control and the regenerative braking control. Is done. Therefore, the torque transmission capacity of the hydraulic power transmission device is controlled in accordance with the change in the load of the transmission due to the mutual change of the selection mode, and the shock caused by the change of the selection mode of each control is suppressed.

According to a second aspect of the present invention, a transmission is provided in a power transmission path from the engine to the wheels, and a generator is provided in a power transmission path from the transmission to the wheels. Has a gear transmission mechanism having a plurality of rotating elements, and a friction engagement device that is engaged / disengaged to control the gear ratio of the gear transmission mechanism. To the engine to apply an engine braking force based on the rotational resistance of the engine to the vehicle, and to transmit the power of the wheels to the generator to generate electric power of the generator. In a vehicle braking force control device capable of performing regenerative braking control for applying a corresponding regenerative braking force to a vehicle, it is possible to reduce the engine brake control or the regenerative braking control. It is characterized in that it comprises a friction engagement device control means for changing the engagement state of the friction engagement device when at least one of the types is performed and the different types of selection are mutually changed. is there.

According to the second aspect of the present invention, the torque transmission capacity of the friction engagement device is controlled in accordance with a change in the selection mode for selecting at least one of the engine brake control and the regenerative braking control. Therefore, the torque transmission capacity of the friction engagement device is controlled in response to the change in the load of the transmission due to the mutual change of the selection mode, and it is possible to suppress the shock when the engine braking force is generated.

According to a third aspect of the present invention, a transmission is provided in a power transmission path from the engine to the wheels, and a generator is provided in a power transmission path from the transmission to the wheels. The gear ratio is configured to be able to be controlled by a gear change pattern set based on the running state of the vehicle, and by transmitting the power of the wheels to the engine in a coast state of the vehicle,
An engine brake control for applying an engine braking force to the vehicle based on the rotational resistance of the engine, and transmitting the power of the wheels to the generator in a coasting state of the vehicle, thereby providing a regenerative braking system according to the power generated by the generator. In a vehicle braking force control device capable of performing regenerative braking control in which power is applied to a vehicle, at least one of the engine brake control and the regenerative braking control is performed, and selection modes of different types are mutually changed. In this case, a shift pattern changing means for changing the shift pattern is provided.

According to the third aspect of the present invention, the shift pattern is changed in accordance with the change of the selection mode for selecting at least one of the engine brake control and the regenerative braking control. Therefore, the shift point of the transmission can be set in accordance with the load change of the transmission due to the mutual change of the selection mode, and the shock at the time of the downshift is suppressed.

According to a fourth aspect of the present invention, a transmission is provided in a power transmission path from an engine to a wheel, and a generator is provided in a power transmission path from the transmission to the wheel. By transmitting the power of the wheels to the engine in a state, the engine braking force based on the rotational resistance of the engine is applied to the vehicle, and the power of the wheels is transmitted to the generator in a coast state of the vehicle. By doing so, in a vehicle braking force control device capable of performing regenerative braking control for applying a regenerative braking force according to the generated power of the generator to the vehicle, at least one of the engine brake control or the regenerative braking control Is performed, and when the selection modes of different types are mutually changed, a switch provided in the intake system of the engine is used. And it is characterized in that it comprises a throttle valve control means for changing the opening of Ttorubarubu.

According to the invention of claim 4, the opening degree of the throttle valve is changed in accordance with the change of the selection mode for selecting at least one of the engine brake control and the regenerative braking control. Therefore, the engine braking force can be controlled in response to a change in the load of the transmission due to a change in the selection mode of each control, and a shock is suppressed.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on a specific example shown in the drawings. FIG. 2 shows a power train of a hybrid vehicle according to one embodiment of the present invention. That is, the automatic transmission 3 is provided on the output side of the internal combustion engine 1 via the input clutch 122, and the output side of the automatic transmission 3 is connected to the wheels 96A so as to be able to transmit power. An electric motor (MG) 2 is connected to a power transmission path between the output side of the automatic transmission 3 and the wheels 96A. That is, in this embodiment, the internal combustion engine 1 and the electric motor 2 can function as a driving force source for running the vehicle. The internal combustion engine 1 is essentially a device that outputs power by burning fuel, and can employ a gasoline engine, a diesel engine, an LPG engine, and the like. It may be a turbine type engine. In the following description, the internal combustion engine 1 is referred to as an engine 1.

The engine 1 has an opening of an electronic throttle valve 1A provided in an intake pipe 1B, a fuel injection amount by a fuel injection device (not shown), or an ignition timing by an ignition timing control device (not shown). And the like can be electrically controlled. An electronic control unit (E / G-ECU) 8 for controlling the engine 1 is provided. This electronic control unit 8 includes an arithmetic processing unit (CP
U or MPU) and storage device (RAM and RO
M) and a microcomputer mainly comprising an input / output interface. Hereinafter, various electronic control units will be described, but the configurations thereof are substantially the same. And in this electronic control unit 8,
According to a program stored in advance based on input data such as an accelerator opening, a vehicle speed, a shift signal, and an engine coolant temperature, a calculation is performed, and a control signal is output based on the calculation result.

The electric motor 2 is, in short, a device that is supplied with electric power and outputs torque, and can employ a DC motor or an AC motor, and further has a power generation function such as a fixed permanent magnet type synchronous motor. A so-called motor-generator that also has a function can be used. In the following description, the electric motor 2 is referred to as a motor / generator 2. A battery 10 is connected to the motor / generator 2 via an inverter 9.

An electronic control unit (M / G-EC) as a controller for controlling the motor / generator 2
U) 11 are provided. An arithmetic operation is performed based on the data input to the electronic control unit 11 and the motor
The current value and frequency supplied to the generator 2, the current value when the motor / generator 2 functions as a generator,
State of charge of the battery 10 (SOC; State of charg)
e), and so on.

The automatic transmission 3 has a torque converter (T / C) 4, a gear transmission mechanism 5, and a hydraulic control unit 7. FIG. 3 is a skeleton diagram specifically showing a power train of the hybrid vehicle of FIG. The input clutch 122 is provided between the crankshaft 1C of the engine 1 and the front cover 120 of the torque converter 4.
Is arranged. The input clutch 122 has a function of controlling a power transmission state between the engine 1 and the front cover 120. As the input clutch 122, a known hydraulic control type clutch can be used. That is, the input clutch 122 has a cylinder and a piston, a return spring (all not shown), and the like. The input clutch 122 engages (fully engages), semi-engages (engages with slip),
Release (complete release) is controlled.

The operation of the torque converter 4 is controlled by hydraulic pressure.
A pump impeller 47 integrally connected to the motor 20, a turbine runner 61 attached to an input shaft 57 of the gear transmission 5, a stator 56 for changing the flow of oil inside the torque converter 4, a front cover 120, and an input And a lock-up clutch 62 for switching a power transmission state between the shaft 57.

When the lock-up clutch 62 is released, the pump impeller 47 and the turbine runner 61 are in a power transmission state by fluid, and the lock-up clutch 63
Is engaged, the front cover 120 and the input shaft 57 are in a mechanical power transmission state (direct connection state). When the lockup clutch 62 is released, the torque transmitted from the pump impeller 47 to the turbine runner 61 can be amplified by the function of the stator 56.

A mechanical oil pump 6 is arranged between the torque converter 4 and the gear transmission 5. The rotating shaft of the mechanical oil pump 6 is connected to a pump impeller 47. Therefore, the mechanical oil pump 6 is driven by the power of the engine 1.
The mechanical oil pump 6 engages, semi-engages, and engages the input clutch 122, a friction engagement device (described later) of the automatic transmission 3, and the lock-up clutch 62 by a hydraulic servo mechanism.
It has a function of generating a source pressure of hydraulic pressure controlled in each release state.

On the other hand, the automatic transmission 3 shown in FIG.
It is configured to be able to set the shift speed of one step speed / reverse speed. That is, the automatic transmission 3 shown here is provided with the auxiliary transmission section 81 and the main transmission section 82 following the torque converter 4 and the oil pump 6. The sub-transmission portion 81 is a so-called overdrive portion and is constituted by a single pinion type planetary gear mechanism 83,
A carrier 84 is connected to the input shaft 57, and a one-way clutch F0 is provided between the carrier 84 and the sun gear 85.
And the integral clutch C0 are arranged in parallel. The one-way clutch F0 is engaged when the sun gear 85 rotates forward relative to the carrier 84 (rotation in the rotation direction of the input shaft 57). A multi-disc brake B0 for selectively stopping the rotation of the sun gear 85 is provided. A ring gear 86, which is an output element of the auxiliary transmission section 81, is connected to an intermediate shaft 87, which is an input element of the main transmission section 82.

Therefore, the sub-transmission portion 81 rotates integrally with the planetary gear mechanism 83 when the integral clutch C0 or the one-way clutch F0 is engaged.
The intermediate shaft 87 rotates at the same speed as that of the input shaft 57, and a low speed stage is established. In a state where the rotation of the sun gear 85 is stopped by engaging the brake B0, the ring gear 86 is rotated forward with the speed increased with respect to the input shaft 57, so that a high gear is established.

On the other hand, the main transmission section 82 has three sets of planetary gear mechanisms 88, 89, 90, and their rotating elements are connected as follows. That is, the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 are integrally connected to each other, and the ring gear 93 of the first planetary gear mechanism 88 and the carrier 94 of the second planetary gear mechanism 89 are connected to each other. The three members of the third planetary gear mechanism 90 and the carrier 95 are connected, and the output shaft 96 is connected to the carrier 95. The output shaft 96 is connected to a rotor (not shown) of the motor generator 2 and wheels 96A. Further, the ring gear 97 of the second planetary gear mechanism 89
Are connected to the sun gear 98 of the third planetary gear mechanism 90.

In the gear train of the main transmission section 82, a reverse gear and four forward gears can be set, and clutches and brakes for this are provided as follows. First, the clutch will be described. The ring gear 97 of the second planetary gear mechanism 89 and the third gear
A first clutch C1 is provided between the sun gear 98 of the planetary gear mechanism 90 and the intermediate shaft 87, and the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 and the intermediate shaft are connected to each other. 87 and a second clutch C2.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 91 and 8 of the first planetary gear mechanism 88 and the second planetary gear mechanism 89.
9 are arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between these sun gears 91 and 89 (that is, a common sun gear shaft) and the transmission housing 20, and the first one-way clutch F1 is arranged in series. One-way clutch F1
Are engaged when the sun gears 91 and 89 are to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 57). The third brake B3, which is a multi-plate brake, is provided between the carrier 99 of the first planetary gear mechanism 88 and the transmission housing 20.

As a brake for stopping the rotation of the ring gear 100 of the third planetary gear mechanism 90, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are arranged in parallel between the transmission housing 20. . The second one-way clutch F2 is adapted to be engaged when the ring gear 100 tries to rotate in the reverse direction. A turbine speed sensor 101 for detecting the speed of the clutch C0 of the sub-transmission portion 81 and an output shaft speed sensor 102 for detecting the speed of the output shaft 96 among the rotating members of the transmission portions 81 and 82 described above. Is provided.

In the automatic transmission 3 described above, the clutches and brakes are engaged and disengaged as shown in the operation chart of FIG. 4 to shift the first to fifth forward gears and the one reverse gear. Steps can be set. That is, the automatic transmission 3 is a so-called stepped automatic transmission that can change its gear ratio stepwise. In FIG. 4, the mark ○ means that the friction engagement device is engaged, the blank space means that the friction engagement device is released, and ◎
The mark means that the friction engagement device is engaged during engine braking, and the symbol △ means that the friction engagement device is engaged but the engagement of the friction engagement device is not related to power transmission. ing.

On the other hand, as shown in FIG. 2, a shift lever 127 for setting the control range of the gear ratio of the automatic transmission 3 is provided, and the shift lever 127 and a manual valve (described later) of the hydraulic control unit 7 are connected. Mechanically connected. The shift position selected by operating the shift lever 127 is shown in FIG. That is, P (parking) position, R (reverse) position, N (neutral) position, D (drive) position,
Four, three, two, and L positions can be selected.

Here, in the D position, the automatic transmission 3 is controlled based on the running state of the vehicle such as the vehicle speed and the accelerator opening.
To set any one of the first to fifth speeds of the forward gear. In the four positions, the automatic transmission 3 can set any one of the first to fourth speeds of the forward gear. At the three positions, the automatic transmission 3 can set any one of the first to third speeds of the forward gear. In the 2-position, the automatic transmission 3 can set the first speed or the second speed of the forward gear. In the L position, the automatic transmission 3 is fixed at the first speed in the forward gear.

The R position, the D position, the 4 position, the 3 position, the 2 position, and the L position are in a state in which torque can be transmitted between the input shaft 57 and the output shaft 96 of the automatic transmission 3. The driving position is the P position and the N position is the automatic transmission 3
This is a so-called non-drive position in which transmission of torque (in other words, power) between the input shaft 57 and the output shaft 96 is impossible.

Further, control of the gear ratio of the automatic transmission 3 will be described. That is, based on a signal input to the electronic control unit 12, an automatic transmission control state in which the gear ratio of the automatic transmission 3 can be automatically controlled,
And a manual transmission control state in which the transmission ratio can be controlled by a manual operation. FIG.
Shows a sports mode switch 76, which is arranged, for example, near an instrument panel (not shown) or near a console box (not shown). When the sports mode switch 76 is turned on, the manual shift control state is set, and when the sports mode switch 76 is turned off,
The manual shift control state is released.

The hybrid vehicle shown in FIG. 2 is provided with an electric oil pump 110 different from the mechanical oil pump 6. In addition, the electric oil pump 1
An electric motor 110A for driving the motor 10 is provided, and a battery 110B is connected to the electric motor 110A via an inverter 110C. An electronic control unit (ECU) 110D as a controller for controlling the inverter 110C and the battery 110B is provided. The electronic control device 110D is mainly configured by a microcomputer, and is configured to perform calculations based on input data to control the electric motor 110A. This electric oil pump 110
When the discharge pressure of the mechanical oil pump 6 decreases, such as when the engine 1 is stopped, the function is supplemented.

That is, both the mechanical oil pump 6 and the electric oil pump 110 are hydraulic pressure sources for the automatic transmission 3 and the input clutch 122, and a hydraulic circuit therefor is configured as shown in FIG. . That is, the oil stored in the oil pan 123 is pumped up by the mechanical oil pump 6 and the electric oil pump 110. A check ball mechanism 150 is provided between the mechanical oil pump 6 and the electric oil pump 110 and the primary regulator valve 124. Then, the hydraulic pressure of the pump having a high discharge pressure is supplied to the input port of the primary regulator valve 124 via the check ball mechanism 150. The primary regulator valve 124 regulates the line pressure to a pressure corresponding to the throttle opening or the accelerator opening. A manual valve 125 and an input clutch control solenoid (linear solenoid) 126 are connected in parallel to the output port of the primary regulator valve 124.

The manual valve 125 is operated by operating the shift lever 127, and the manual valve 125 is operated.
The port connecting the manual valve 125 to the first clutch C1 and the second clutch C2 is opened and closed. On the other hand, the input clutch control solenoid 1
Reference numeral 26 is provided in an oil passage connecting the input clutch 122 and the primary regulator valve 124, and the hydraulic pressure acting on the input clutch 126 is directly controlled by the function of the input clutch control solenoid 126.

On the other hand, the crankshaft 1C of the engine 1
, A motor generator (MG) 128 is connected via a driving device 127. The motor generator 128 has a function of transmitting power to the engine 1, a function of driving auxiliary equipment such as a compressor for an air conditioner, and a function as a generator driven by the power of the engine 1. The drive device 127 includes a planetary gear mechanism (not shown), a friction engagement device (not shown) for switching a torque transmission state by the planetary gear mechanism, and a reduction device (for example, a one-way clutch (not shown)). (Not shown). The drive device 127 includes a clutch mechanism (not shown) that connects and disconnects a power transmission path between the engine 1 and the motor generator 128. Battery 130 is electrically connected to motor generator 128 via inverter 129, and is connected to inverter 129 and battery 1.
An electronic control unit (MG-ECU) 131 for controlling the ECU 30 is provided.

FIG. 9 shows an integrated control unit (ECU) 104 for comprehensively controlling the system of the hybrid vehicle. Then, the various electronic control units 8, 11, 12, 110D and 131 shown in FIG.
04 are connected so as to be able to perform data communication with each other. Then, the engine 1, the reduction gear of the driving device 127, the motor
Each device such as the generators 2 and 128, the automatic transmission 3, and the input clutch 122 is controlled based on various data.

More specifically, various signals are input to the general control device 104, an arithmetic operation is performed based on the input signals and preset data, and the arithmetic result is output as a control signal. I have. The integrated control device 104 includes a signal from an ABS (anti-lock brake) computer, a signal from a vehicle stabilization control (VSC: trademark) computer, an engine speed NE, an engine water temperature, a signal from an ignition switch, a battery 110b, Function detection signals of motor generators 2 and 128 including the SOC of 130 are input.

The integrated control device 104 includes a headlight on / off signal, a defogger on / off signal,
Air conditioner on / off signal, vehicle speed (output shaft speed) signal, automatic transmission (AT) oil temperature, shift position sensor signal, side brake on / off signal, foot brake on / off signal, catalyst (exhaust Purification catalyst) Temperature, accelerator opening, signal from cam angle sensor, sports shift signal, signal from vehicle acceleration sensor, signal from driving power source braking force switch, signal from turbine speed NT sensor, resolver signal, etc. Is entered.

Examples of the output signal include an ignition signal, an injection (fuel injection) signal, a starter signal, a control signal as a controller for controlling the motor generators 2 and 128, a deceleration device of the driving device 127 or Control signals for the clutch mechanism, signals to the AT solenoid,
Signal to AT line pressure control solenoid, ABS
A signal to the actuator, a control signal to the input clutch control solenoid 126, a control signal to the electronic throttle valve 1A, a signal to the sports mode indicator, a signal to the VSC actuator, a signal to the AT lockup control valve, and controls the electric oil pump 110 And the like to the electronic control device 110D.

Here, the correspondence between the configuration of the present invention and the configuration of the embodiment will be described. That is, the automatic transmission 3 corresponds to the transmission of the present invention, the motor generator 2 corresponds to the generator of the present invention, and the front cover 120 and the pump impeller 47, the turbine runner 61 and the input shaft 47 It corresponds to the power transmission member of the invention. In addition, the torque converter 4 corresponds to the fluid power transmission device of the present invention, and the sun gears 85, 91, 92, 98, the ring gears 86, 93, 97, 100, and the carriers 84, 94, 95, 99 are provided by the present invention. , The clutches C0, -C2, and the brakes B0,-.
B4 and the one-way clutches F0 to F3 correspond to the friction engagement device of the present invention, and the electronic throttle valve 1A
Corresponds to the throttle valve of the present invention.

Next, a control example of the hybrid vehicle having the above configuration will be described with reference to the flowchart of FIG.
First, various electronic control units 8, 11, 12, 13, 11
The input signal is processed by the OD and the general control device 104 (step S1). Then, based on the state of the vehicle, the engine 1 or the motor / generator 2
Is transmitted to the wheels 96A. In this embodiment, a control mode for switching between driving and stopping the engine 1 and the motor / generator 2 corresponding to each shift position selected by the shift lever 127, that is, a driving force source switching map is set in advance. ing.

FIG. 9 shows an example of the driving force source switching map corresponding to the D position and the automatic transmission 3 at the D position.
An example of a shift map (shift diagram) for controlling the shift speed of the vehicle is generally shown. In this driving force source switching map, the state of the vehicle, specifically, the vehicle speed and the accelerator opening are used as parameters, and the state indicated by the solid line is set as a boundary, and the engine driving area (driving area) and the motor
A generator driving area is set. Further, a shift point (shift line) of the automatic transmission 3 is set with the vehicle speed and the accelerator opening as parameters and the state indicated by the broken line as a boundary. In the motor / generator drive range, the automatic transmission 3 can be controlled to the first forward speed, and in the drive range of the engine 1, the automatic transmission 3 can be controlled to the first to sixth forward speeds. Can be controlled.

In the driving area of the engine 1,
The input clutch 122 is engaged. Further, in the driving region of the engine 1, it is also possible to drive the motor / generator 3 in response to an acceleration request. Further, when only the motor / generator 2 is driven, the input clutch 122 is released, thereby suppressing power loss due to dragging of the engine 1.

When the driving position is selected by operating the shift lever 127 and the vehicle enters a coasting state, the power (kinetic energy) of the wheels 96A is reduced without operating the foot brake or the parking brake. A control to apply a braking force according to the rotational resistance to the vehicle by inputting the input to the engine 1 and the wheels 9
By inputting the power of 6A to the motor / generator 2, it is possible to control the motor / generator 2 to function as a generator and apply a braking force corresponding to the generated power to the vehicle. That is, the engine 1 has a function as a first driving force source and a first brake source,
The motor generator 2 has a function as a second driving force source and a second brake source.

Here, a case where the automatic transmission 3 is automatically controlled will be described. The electronic control unit 12 stores a shift diagram for controlling the speed ratio of the automatic transmission 3 based on the running state of the vehicle. This shift diagram uses, for example, the accelerator opening and the vehicle speed as parameters.
An upshift line for upshifting from a predetermined gear to a predetermined gear and a downshift line for downshifting from a predetermined gear to a predetermined gear are set. Also,
The electronic control unit 12 stores a lock-up clutch control map for controlling engagement, release, and slip of the lock-up clutch 62. The lock-up clutch control map uses, for example, the accelerator opening and the vehicle speed as parameters, and sets respective areas of engagement, release, and slip of the lock-up clutch 62.

After the step S1, it is determined whether or not the driving position, for example, the D position has been selected (step S2). If a negative determination is made in step S2, the process returns. If an affirmative determination is made in step S2, it is determined whether the vehicle is in a coast state (in other words, a coasting state) (step S2).
3). This coast state can be determined based on, for example, the engine speed and the turbine speed.

When a negative determination is made in step S3, the routine is returned. When a positive determination is made in step S3, the control for applying the braking force to the vehicle by the engine braking force, that is, the situation in which engine braking control should be performed. It is determined whether or not (step S4). For example, when the battery 10 is fully charged, the motor generator 2 cannot function as a generator,
A positive determination is made in step S4, and a shift control characteristic pattern A is selected (step S5), and the process returns. The details of the shift control characteristic pattern A will be described later.

On the other hand, if it is determined in step S4 that the battery 10 can be charged, a negative determination is made in step S4, and the regenerative braking force of the motor / generator 2 applies a braking force to the vehicle. Is determined, that is, whether or not a situation in which regenerative braking control should be performed (step S6). If a positive determination is made in step S6, the shift control characteristic pattern B is selected (step S7), and the routine returns. Details of the shift control characteristic pattern B will be described later.

On the other hand, if a negative determination is made in step S6, it is determined whether or not the combined braking control is being performed (step S8). The determination in step S8 is made based on, for example, whether relatively strong deceleration is required. If the answer is affirmative in step S8, the shift control characteristic pattern C is selected (step S9), and the routine returns. The details of the shift control characteristic pattern C will be described later. If a negative determination is made in step S8, the process returns.

Next, the shift control characteristics A, B, and C will be described with reference to FIG. In the shift control characteristic A, the motor generator 2 basically does not function as a generator. In the shift control characteristic A, at least one of the control for completely engaging the lock-up clutch 62 and the control for fully closing the electronic throttle valve 1A is provided on the assumption that the input clutch 122 is slipped or completely engaged. You can choose. in this way,
With the change of the selection mode when performing the engine brake control or the regenerative braking control, the torque transmission capacity is increased by the control for completely engaging the input clutch 122 or the control for completely engaging the lock-up clutch 62, and The transmission efficiency of the power input to 1 is improved,
Engine braking power is increased. Further, by fully closing the electronic throttle valve 1A, the engine braking force is increased.

In the shift control characteristic A, a shift diagram (in other words, a shift pattern) used for shift control of the automatic transmission 3 is a shift diagram that facilitates setting of a lower gear. In other words, a low speed type shift diagram is used. For example, such shift control can be performed by setting the upshift line as high as possible on the vehicle speed side. By such control, the shift speed of the automatic transmission 3 is easily set to the lower speed side, the engine speed is increased, and the engine braking force is increased.

Further, when the shift control of the automatic transmission 3 and the engine brake control occur in parallel, for example, during a coast downshift of the automatic transmission 3, it is necessary to set the shift speed after the shift. The rate of change of the engagement oil pressure of the friction engagement device to be engaged is controlled to “small”, and the engagement oil pressure itself is controlled to “large”. As described above, at least one of the engine brake control and the regenerative brake control is selected, and the engagement hydraulic pressure is changed in accordance with the magnitude of the load fluctuation of the automatic transmission 3 caused by mutually changing different types of selection. By performing the control, the shift shock can be reduced. That is, when the amount of work performed by the friction engagement device is large, in order to increase the engagement oil pressure and to gradually increase the engagement oil pressure,
The occurrence of shift shock can be reduced.

On the other hand, in the shift control characteristic B, at least one of control for completely releasing the lock-up clutch 62, control for releasing the electronic throttle valve 1A, and control for completely releasing the input clutch 122 is selected. can do. By performing these controls, power loss due to drag of the engine 1 is suppressed, and regenerative braking force can be increased.

In the shift control characteristic B, the shift diagram used for the shift control of the automatic transmission 3 is a shift diagram that makes it easier to set the shift speed on the high-speed side, in other words, the shift diagram of the high-speed type. A diagram is used. For example, such a shift control can be performed by setting the upshift line as low as possible. When the input clutch 122 is completely disengaged, the power loss due to the driving of the mechanical oil pump 6 and the torque converter 4
The power loss due to the slip is suppressed, and the regenerative braking force of the motor generator 2 can be improved.

Further, when the shift control and the regenerative braking control of the automatic transmission 3 occur in parallel, the change of the engagement hydraulic pressure of the friction engagement device engaged to set the shift speed after the shift is performed. The rate is controlled to "large" and the engagement hydraulic pressure itself is "small"
Is controlled. By performing such control,
As the load on the automatic transmission 3 is reduced, the engagement hydraulic pressure is controlled to “small”, and shift shock can be reduced.

Further, in the shift control characteristic C, both engine braking force and regenerative braking force are generated. In the shift control characteristic C, the lock-up clutch 6
At least one of the control for slipping the input clutch 122 and the control for setting the opening of the electronic throttle valve 1A at an intermediate value between the opening of the shift control characteristic A and the opening of the shift control characteristic B. You can choose. In the shift control characteristic C, the input clutch 122 is not completely released. By performing these controls, both the engine braking force and the regenerative braking force are generated.

As the shift control characteristic C, a so-called intermediate shift diagram having an intermediate shift control characteristic between the shift control characteristic A and the shift control characteristic B is used. Further, when the shift control and the regenerative braking control of the automatic transmission 3 occur in parallel, the change rate of the engagement hydraulic pressure of the friction engagement device engaged to set the shift speed after the shift is: The shift control characteristic A and the shift control characteristic B are controlled to an intermediate value, and the engagement hydraulic pressure itself is also controlled to an intermediate value between the shift control characteristic A and the shift control characteristic B. By performing these controls, an engine braking force and a regenerative braking force corresponding to the input power or the number of revolutions are generated.

As described above, in the flowchart of FIG. 1, at least one of the engine brake control and the regenerative brake control is selected, and the different types of selection (shift characteristics A, C) are mutually changed. Accordingly, the control of the lock-up clutch 62, the control of the electronic throttle valve 1A, the control of the input clutch 122, the engagement oil pressure of the friction engagement device, the rate of change of the engagement oil pressure of the friction engagement device,
By changing at least one of the shift patterns of the automatic transmission 3, it is possible to suppress a shock or a sense of discomfort due to a change in load on the automatic transmission 3.

Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. That is, steps S1 to S9 correspond to the lock-up clutch control means, the throttle valve control means, and the shift pattern changing means of the present invention. In the above control example, as a method of changing the shift diagram, a plurality of shift diagrams having different shift characteristics are prepared in advance corresponding to each control mode, and a method of reading each shift diagram and a reference method are used. And a method of correcting the shift diagram so that the shift characteristics correspond to the shift characteristics corresponding to the respective control modes. It should be noted that this control can be applied to a vehicle equipped with a continuously variable transmission capable of controlling the gear ratio steplessly (continuously) instead of the automatic transmission 3.

[0064]

As described above, according to the first aspect of the present invention, at least one of the engine braking control and the regenerative braking control is performed, and the fluid power is changed in accordance with the mutual change of the selection mode of different types. The torque transmission capacity between the power transmission members of the transmission device is controlled. Therefore, the torque transmission capacity of the hydraulic power transmission device is controlled in accordance with the change in the load of the transmission due to the change in each selection mode, and it is possible to suppress the shock and uncomfortable feeling accompanying the change in each control mode. it can.

According to the second aspect of the present invention, at least one of the engine braking control and the regenerative braking control is performed, and the torque transmission capacity of the friction engagement device is controlled in accordance with the mutual change of the different selection modes. Is done. Therefore, the torque transmission capacity of the friction engagement device is controlled in accordance with the change in the load of the transmission due to the change of each selection mode, and it is possible to suppress the shock and uncomfortable feeling when the engine braking force is generated. .

According to the third aspect of the invention, at least one of the engine braking control and the regenerative braking control is performed, and the shift pattern is changed in accordance with the mutual change of the selection mode of different types. Therefore, the shift point of the transmission can be set in accordance with the load change of the transmission according to the change of each selection mode, so that the shock at the time of the downshift can be suppressed and the sense of incongruity can be prevented.

According to the fourth aspect of the present invention, at least one of the engine brake control and the regenerative braking control is performed, and the opening degree of the throttle valve is changed in accordance with the mutual change of the different selection modes. Therefore, it is possible to control the engine braking force in response to a change in the load of the transmission due to a change in each selection mode, and it is possible to suppress a shock and a sense of discomfort.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining a control example of a vehicle braking force control device according to the present invention.

FIG. 2 is a block diagram schematically illustrating an example of a power train and a control system of the hybrid vehicle according to the embodiment of the present invention.

FIG. 3 is a skeleton diagram embodying the power train shown in FIG. 2;

FIG. 4 is a table showing engagement and disengagement of clutches and brakes for setting each shift speed of the automatic transmission of FIG. 3;

FIG. 5 is a conceptual diagram showing a shift position selected by operating a shift lever for controlling the automatic transmission shown in FIG.

6 is a conceptual diagram showing a sport mode switch for setting / releasing a state in which the gear position of the automatic transmission shown in FIG. 2 can be changed by a manual operation.

FIG. 7 is a diagram showing a main part of a hydraulic circuit of the automatic transmission of FIG. 3;

FIG. 8 is a diagram showing input / output signals in an integrated control device according to an example of the present invention.

9 is a control diagram for controlling driving / stopping of the engine and the motor / generator of the hybrid vehicle shown in FIG. 2, a shift diagram for controlling a shift speed of the automatic transmission, and a map as a whole.

10 is a chart showing a control state of a system that can be performed in each braking mode in the control example of FIG. 1;

[Explanation of symbols]

1 ... Engine 1A ... Electronic throttle valve 2 ...
Motor / generator, 3 automatic transmission, 4 torque converter, 5 gear transmission mechanism, 47 pump impeller, 57 input shaft, 61 turbine runner,
62: Lock-up clutch, 84, 94, 95, 9
9 Carrier, 85, 91, 92, 98 Sun gear,
86, 93, 97, 100 ... ring gear, 96A ...
Wheels, 120: Front cover, B0, -B4: Brake, C0, -C2: Clutch, F0, -F3: One-way clutch.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (Reference) F02D 29/00 F02D 29/02 D 29/02 341 341 F16H 61/02 F16H 61/02 59:54 // F16H 59:54 B60K 9/00 EF term (reference) 3D041 AA53 AB01 AC01 AC09 AC15 AD00 AD02 AD10 AD30 AD51 AE00 AE04 AE11 AE16 AE18 AE37 3G093 AA05 AA07 AA16 AB00 AB01 BA03 CB07 DA01 DA06 DB09 EB03 EB03 AA01 AA11 BA11 EA02 EA04 GC13 GC23 GC46 GC64 HA02 KA01 LA01 3J053 CA02 CB12 DA02 DA26 EA02 5H115 PA01 PA08 PC06 PG04 PI16 PI22 PI29 PO02 PO06 PO17 PU02 PU10 PU22 PU24 PU25 PV09 QA01 QA05 QE10 QE09 QE04 QE04 QE04 TE08 TI02 TO02 TO21 TO23 TO30

Claims (4)

[Claims] 1. A transmission is provided on a power transmission path from an engine to wheels, and a generator is provided on a power transmission path from the transmission to the wheels. A hydraulic power transmission device in which power is transmitted by a fluid between the transmission members, and a lock-up clutch that can directly connect the power transmission members to each other. By transmitting engine power to the engine by transmitting engine power to the vehicle, and transmitting the power of the wheels to the generator by transmitting the power of the wheels to the generator. A vehicle braking force control device capable of performing regenerative braking control for applying a corresponding regenerative braking force to a vehicle. Performs lock-up clutch control means for performing at least one of the regenerative braking control and changing an engagement state of the lock-up clutch when mutually changing different types of selection modes. Braking force control device for a vehicle. 2. A transmission is provided in a power transmission path from the engine to the wheels, and a generator is provided in a power transmission path from the transmission to the wheels. And a friction engagement device engaged and disengaged to control a gear ratio of the gear transmission mechanism, and transmits power of the wheels to the engine in a coast state of the vehicle. By transmitting the power of the wheels to the generator, an engine brake control for applying an engine braking force based on the rotational resistance of the engine to the vehicle, and a regenerative braking force corresponding to the generated power of the generator And a regenerative braking control for applying regenerative braking to the vehicle, wherein at least one of the engine brake control and the regenerative braking control is performed. And a frictional-engagement-device control means for changing an engagement state of the frictional-engagement device when the different types of selection modes are mutually changed. . 3. A transmission is provided in a power transmission path from the engine to the wheels, and a generator is provided in a power transmission path from the transmission to the wheels. Can be controlled by a shift pattern set based on the running state of the vehicle, and by transmitting the power of the wheels to the engine in a coast state of the vehicle, the rotational resistance of the engine is reduced. An engine brake control for applying an engine braking force based on the vehicle to the vehicle, and transmitting the power of the wheels to the generator in a coasting state of the vehicle to apply a regenerative braking force to the vehicle in accordance with the generated power of the generator. A braking force control device for a vehicle capable of performing regenerative braking control, wherein the engine brake control or the regenerative braking control is reduced. Also conducted one and when changing the different selected aspects of type mutually, the braking force control apparatus for a vehicle, characterized in that it comprises a shift pattern changing means for changing the shift pattern. 4. A transmission is provided in a power transmission path from the engine to the wheels, and a generator is provided in a power transmission path from the transmission to the wheels. Transmitting engine power to the engine to apply engine braking force to the vehicle based on the rotational resistance of the engine;
A vehicle braking force control capable of performing a regenerative braking control for transmitting a power of the wheels to the generator in a coast state of the vehicle to apply a regenerative braking force according to the generated power of the generator to the vehicle. In the device, at least one of the engine brake control and the regenerative braking control is performed, and when mutually changing different types of selection modes are changed, an opening degree of a throttle valve provided in an intake system of the engine is changed. A braking force control device for a vehicle, comprising: a throttle valve control means for controlling the braking force.