JP2014073731A - Controller for hybrid vehicle - Google Patents

Abstract

A control device for a hybrid vehicle capable of appropriately giving a driver a feeling of deceleration when a brake pedal is depressed and deceleration requiring a downshift is required.
A dual-clutch transmission 10, a first MG3 connected to a first input shaft 13 of the transmission 10 so as to be able to transmit power, and a second input shaft 14 of the transmission 10 connected so as to be able to transmit power. In the control device applied to the hybrid vehicle 1 equipped with the second MG4, when the downshift condition is satisfied by stepping on the brake pedal during execution of the EV travel mode, the travel side of the first MG3 and the second MG4 MG regenerative control is executed, and then during the regenerative control, the position of the non-travel side sleeve is switched to establish the shift stage after downshifting, and then the non-travel side MG and the travel side MG The MGs 3 and 4 are controlled so as to be interchanged. All the non-traveling sleeves are switched to the release position.
[Selection] Figure 1

Description

  The present invention relates to a control device that is applied to a hybrid vehicle that includes a dual-clutch transmission and has electric motors connected to two input shafts of the transmission.

  A gear train corresponding to odd stages is provided between the first input shaft and the output system, and a gear train corresponding to even stages is provided between the second input shaft and the output system, and the two input shafts are respectively 2. Description of the Related Art Dual clutch type transmissions are known that are connected to an internal combustion engine via different clutches. Moreover, a hybrid vehicle in which such a dual clutch transmission is mounted and an electric motor is connected to each input shaft is known (see Patent Document 1). In the vehicle of Patent Document 1, when traveling with an electric motor provided on one input shaft, a friction clutch interposed between the other input shaft and the internal combustion engine is released, or the other input shaft and output shaft are disengaged. All the hub sleeves of the gear train provided between and are made neutral. In addition, there is Patent Document 2 as a prior art document related to the present invention.

JP 2003-079005 A JP 2007-283878 A

  In the invention of Patent Document 1, when the vehicle is being driven by the electric motor on one input shaft side, when the brake pedal is stepped on and a reduction requiring a downshift to switch the gear position to the low speed side is requested, the request After that, the hub sleeve on the other input shaft side is engaged with the gear from the neutral state. Therefore, it takes time for the driver to feel a sense of deceleration, and the driver may feel uncomfortable.

  Therefore, an object of the present invention is to provide a control device for a hybrid vehicle that can appropriately give the driver a feeling of deceleration when the brake pedal is depressed to request deceleration that requires downshifting.

  The control device of the present invention includes an internal combustion engine, a first input shaft connected to the internal combustion engine via a first clutch, and an input system including a second input shaft connected to the internal combustion engine via a second clutch. And an output system connected to the drive wheels so as to be able to transmit power, a portion interposed between the first input shaft and the output system, and the rest between the second input shaft and the output system. The first input shaft by any one of the plurality of gear trains that are interposed and have different gear ratios, and the gear train that is interposed between the first input shaft and the output system; and By selectively establishing power transmission to and from the output system, the gear ratio between them can be switched, and it is possible to switch to a neutral state that interrupts power transmission between the first input shaft and the output system. First transmission mechanism, second input shaft and output system The gear ratio between them can be switched by selectively establishing power transmission between the second input shaft and the output system by any one of the gear trains interposed between the two, And a second speed change mechanism capable of switching to a neutral state that interrupts power transmission between the second input shaft and the output system, and is used for power transmission between the input system and the output system. The gear train can be switched to a plurality of gears by switching the gear train, and a gear train corresponding to an odd number of the plurality of gears is interposed between the first input shaft and the output system. A dual-clutch transmission in which a gear train corresponding to a stage is interposed between the second input shaft and the output system; a first motor generator connected to the first input shaft so as to be able to transmit power; Power transmission with the second input shaft A second motor / generator connected to the first motor / generator, stopping the internal combustion engine, and driving the driving wheel with one of the first motor / generator and the second motor / generator. The present invention is applied to a hybrid vehicle capable of executing an EV traveling mode in which the other motor / generator-side transmission mechanism not involved in driving of the drive wheels is switched to the neutral state, and during execution of the EV traveling mode, The drive wheel is braked when a downshift condition is satisfied in which a downshift for switching the shift stage of the transmission mechanism on the other motor / generator side from the current shift stage to a low speed side is performed when the brake pedal is depressed. The regenerative control of the one motor / generator is executed as follows, and then during the execution of the regenerative control, The transmission mechanism on the other motor / generator side so that power transmission between the input shaft connected to the other motor / generator and the output system is established in a gear train corresponding to the lower speed side gear stage. And then, the other motor / generator drives the driving wheel and shifts the transmission mechanism on the one motor / generator side to the neutral state (Claim 1).

  In the control device according to the present invention, when the brake pedal is depressed during execution of the EV traveling mode and the downshift condition is satisfied, the regenerative control of one motor / generator is first executed, and the shift stage is executed during the execution of the regenerative control. Switch. In this case, since the vehicle decelerates when the regeneration control of one motor / generator is executed, it is possible to give the driver a feeling of deceleration as if the shift stage has been switched. Therefore, a feeling of deceleration can be appropriately given to the driver.

  In one aspect of the control device of the present invention, when the shift down condition is satisfied during execution of the EV travel mode, the drive is performed by the internal combustion engine via the transmission at the shift stage when the shift down condition is satisfied. Assuming that the wheels were being driven, and switching the transmission from the assumed state to the low speed gear, the braking torque expected to be applied to the drive wheels due to the friction of the internal combustion engine is The transmission means further comprises a braking torque calculation means for calculating, and the transmission means applies the braking torque calculated by the braking torque calculation means to the drive wheels when the downshift condition is satisfied during execution of the EV travel mode. As described above, regenerative control of the one motor / generator may be executed. According to this aspect, when the regenerative control is executed, a braking torque that is expected to be generated when the gear position is switched to the low speed side while the vehicle is running on the internal combustion engine is applied to the drive wheels. Therefore, an appropriate deceleration feeling can be given to the driver.

  As described above, according to the control device of the present invention, when the brake pedal is depressed during execution of the EV traveling mode and the downshift condition is satisfied, first, regeneration control of one motor / generator is executed. The driver can be given a feeling of deceleration appropriately.

The figure which shows roughly the vehicle incorporating the control apparatus which concerns on one form of this invention. The flowchart which shows the downshift control routine which a vehicle control apparatus performs.

  FIG. 1 schematically shows a vehicle in which a control device according to one embodiment of the present invention is incorporated. The vehicle 1 includes an internal combustion engine (hereinafter sometimes referred to as an engine) 2 as a driving power source, and a first motor / generator (hereinafter also referred to as first MG) 3 as a first electric motor. And a second motor / generator (hereinafter also referred to as second MG) 4 as a second electric motor. That is, the vehicle 1 is configured as a hybrid vehicle. The engine 2 is a known spark ignition internal combustion engine having a plurality of cylinders. The first MG 3 and the second MG 4 are well-known ones that are mounted on a hybrid vehicle and function as an electric motor and a generator. Therefore, the detailed description regarding these is abbreviate | omitted. Hereinafter, when it is not necessary to distinguish between the first MG 3 and the second MG 4, they are simply referred to as MG.

  The vehicle 1 is equipped with a transmission 10 capable of shifting to a plurality of shift speeds (first to fifth and reverse). The transmission 10 is configured as a dual clutch transmission. The transmission 10 includes an input system 11 and an output system 12. The input system 11 includes a first input shaft 13 and a second input shaft 14. The first input shaft 13 is connected to the engine 2 via the first clutch 15. The second input shaft 14 is connected to the engine 2 via the second clutch 16. The first clutch 15 and the second clutch 16 are in a completely engaged state in which the engine 2 and the input shafts 13 and 14 rotate integrally, and in a released state in which power transmission between the engine 2 and the input shafts 13 and 14 is interrupted. It is a known friction clutch that can be switched to Further, the clutches 15 and 16 can be in a half-clutch state in which power is transmitted between the engine 2 and the input shafts 13 and 14 while rotating at different rotational speeds.

  The output system 12 includes a first output shaft 17, a second output shaft 18, and a drive shaft 19. As shown in this figure, a first output gear 20 is provided on the first output shaft 17. A second output gear 21 is provided on the second output shaft 18. A drive gear 22 is provided on the drive shaft 19. The first output gear 20 and the second output gear 21 mesh with the driven gear 22, respectively. The drive shaft 19 is connected to the differential mechanism 5 so that power can be transmitted. The differential mechanism 5 is a well-known mechanism that distributes input power to the left and right drive wheels 6.

  Between the input system 11 and the output system 12, the first to fifth gear trains G1 to G5 and the reverse gear train GR are interposed. As shown in this figure, the first gear train G1, the third gear train G3, and the fifth gear train G5 are interposed between the first input shaft 13 and the first output shaft 17. The second gear train G2, the fourth gear train G4, and the reverse gear train GR are interposed between the second input shaft 14 and the second output shaft 18. As described above, the plurality of shift speeds are divided into an odd speed and an even speed.

  The first gear train G1 includes a first drive gear 23 and a first driven gear 24 that mesh with each other, and the second gear train G2 includes a second drive gear 25 and a second driven gear 26 that mesh with each other. The third gear train G3 includes a third drive gear 27 and a third driven gear 28 that mesh with each other, and the fourth gear train G4 includes a fourth drive gear 29 and a fourth driven gear 30 that mesh with each other. The fifth gear train G5 includes a fifth drive gear 31 and a fifth driven gear 32 that mesh with each other. The first to fifth gear trains G1 to G5 are provided so that the drive gear and the driven gear are always engaged. Different gear ratios are set for the respective gear trains G1 to G5. The gear ratio is smaller in the order of the first gear train G1, the second gear train G2, the third gear train G3, the fourth gear train G4, and the fifth gear train G5. Therefore, the first gear train G1 is the first gear, the second gear train G2 is the second gear, the third gear train G3 is the third gear, the fourth gear train G4 is the fourth gear, and the fifth gear train G5 is the fifth gear. Correspond to each. The reverse gear train GR includes a reverse drive gear 33, an intermediate gear 34, and a reverse driven gear 35.

  The first drive gear 23, the third drive gear 27, and the fifth drive gear 31 are fixed to the first input shaft 13 so as to rotate integrally with the first input shaft 13. On the other hand, the first driven gear 24, the third driven gear 28, and the fifth driven gear 32 are supported by the first output shaft 17 so as to be rotatable relative to the first output shaft 17. The second drive gear 25, the fourth drive gear 29, and the reverse drive gear 33 are fixed to the second input shaft 14 so as to rotate integrally with the second input shaft 14. On the other hand, the second driven gear 26, the fourth driven gear 30, and the reverse driven gear 35 are supported on the second output shaft 18 so as to be rotatable relative to the second output shaft 18. The intermediate gear 34 is rotatably supported by a case (not shown) of the transmission 10. As shown in this figure, the intermediate gear 34 meshes with each of the reverse drive gear 33 and the reverse drive gear 35.

  The first output shaft 17 is provided with a first sleeve 36, a third sleeve 38, and a fifth sleeve 40. These sleeves 36, 38, and 40 are supported by the first output shaft 17 so as to rotate integrally with the first output shaft 17 and to be movable in the axial direction. The first sleeve 36 is provided to be switchable between an engagement position where the first output shaft 17 and the first driven gear 24 are engaged with each other so that the first driven gear 24 is rotated integrally and a release position where the engagement is released. ing. The third sleeve 38 is provided so as to be switchable between an engagement position where the first output shaft 17 and the third driven gear 28 are engaged with each other and an engagement position where the engagement is released, and a release position where the engagement is released. ing. The fifth sleeve 40 is provided so as to be switchable between an engagement position where the first output shaft 17 and the fifth driven gear 32 rotate together, and a release position where the engagement is released. ing. Hereinafter, the case where the first sleeve 36, the third sleeve 38, and the fifth sleeve 40 are all switched to the release position may be referred to as a neutral state. By controlling the power transmission between the first output shaft 17 and the driven gears 24, 28, and 32 in this way, the first sleeve 36, the third sleeve 38, and the fifth sleeve 40 are moved to the first speed change of the present invention. Acts as a mechanism. When the first sleeve 36 is switched to the engaged position, the third sleeve 38 is switched to the engaged position, or the fifth sleeve 40 is switched to the engaged position. Corresponds to the state.

  The second output shaft 18 is provided with a second sleeve 37, a fourth sleeve 39, and a reverse sleeve 41. These sleeves 37, 39, 41 are supported by the second output shaft 18 so as to rotate integrally with the second output shaft 18 and to be movable in the axial direction. The second sleeve 37 is provided so as to be switchable between an engagement position where the second output shaft 18 and the second driven gear 26 are engaged with each other and an engagement position where the engagement is released, and a release position where the engagement is released. ing. The fourth sleeve 39 is provided so as to be switchable between an engaging position where the second output shaft 18 and the fourth driven gear 30 are engaged with the fourth driven gear 30 and a release position where the engagement is released. ing. The reverse sleeve 41 is provided so as to be switchable between an engagement position where the second output shaft 18 and the reverse drive gear 35 are engaged with each other and an engagement position where the reverse drive gear 35 is released, and a release position where the engagement is released. Hereinafter, the case where the second sleeve 37, the fourth sleeve 39, and the reverse sleeve 41 are all switched to the release position may be referred to as a neutral state. In this way, by controlling the power transmission between the second output shaft 18 and each driven gear 26, 30, 35, the second sleeve 37, the fourth sleeve 39, and the reverse sleeve 41 become the second speed change mechanism of the present invention. Function as. When the second sleeve 37 is switched to the engagement position, the fourth sleeve 39 is switched to the engagement position, or the reverse sleeve 41 is switched to the engagement position. It corresponds to.

  Although not shown, the output shafts 17 and 18 each have a synchro mechanism that synchronizes rotation when the sleeves 36 to 41 and the driven gears 24, 26, 28, 30, 32, and 35 are engaged with each other. It is provided for each driven gear. For these synchro mechanisms, a synchro mechanism that synchronizes rotation by friction engagement, for example, a known key-type synchromesh mechanism may be used. Therefore, detailed description of the synchro mechanism is omitted.

  A first driven gear 42 is provided on the first input shaft 13. A first drive gear 43 that meshes with the first driven gear 42 is provided on the output shaft 3 a of the first MG 3. As a result, the first MG 3 is connected to the first input shaft 13 so that power can be transmitted. The transmission ratio between the first drive gear 43 and the first driven gear 42 is set so that the rotation of the first MG 3 is decelerated and transmitted to the first input shaft 13. The second input shaft 14 is provided with a second driven gear 44. A second drive gear 45 that meshes with the second driven gear 44 is provided on the output shaft 4 a of the second MG 4. As a result, the second MG 4 is connected to the second input shaft 14 so that power can be transmitted. The gear ratio between the second drive gear 45 and the second driven gear 44 is set so that the second MG 4 and the second input shaft 14 rotate at substantially the same rotational speed. Thus, the transmission ratio between the first drive gear 43 and the first driven gear 42 and the transmission ratio between the second drive gear 45 and the second driven gear 44 are set to be different from each other. .

  Operations of the first clutch 15, the second clutch 16, and the sleeves 36 to 41 are controlled by the vehicle control device 50. The operations of the engine 2, the first MG3, and the second MG4 are also controlled by the vehicle control device 50. The vehicle control device 50 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The vehicle control device 50 holds various control programs for causing the vehicle 1 to travel appropriately. The vehicle control device 50 executes control of the control objects such as the engine 2 and the MGs 3 and 4 by executing these programs. Various sensors for acquiring information relating to the vehicle 1 are connected to the vehicle control device 50. For example, a vehicle speed sensor 51, an accelerator opening sensor 52, and a brake pedal sensor 53 are connected to the vehicle control device 50. The vehicle speed sensor 51 outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1. The accelerator opening sensor 52 outputs a signal corresponding to the depression amount of the accelerator pedal, that is, the accelerator opening. The brake pedal sensor 53 outputs a signal when a brake pedal (not shown) is depressed. The vehicle control device 50 is also connected with a shift lever (not shown). In addition to this, various sensors, switches, and the like are connected to the vehicle control device 50, but these are not shown.

  The vehicle control device 50 switches the travel mode of the vehicle 1 based on the vehicle speed or the like. As the travel mode, an EV travel mode in which the drive wheels 6 are driven by the first MG 3 or the second MG 4 and an engine travel mode in which the drive wheels 6 are mainly driven by the engine 2 are set. The vehicle control device 50 switches the travel mode to the EV travel mode when the vehicle speed is less than the predetermined determination speed. In the EV travel mode, both the first clutch 15 and the second clutch 16 are switched to the released state, and the engine 2 is disconnected. On the other hand, when the vehicle speed is equal to or higher than the determination speed, or when the capacity of a battery (not shown) connected to the MGs 3 and 4 is equal to or lower than the determination value, the travel mode is switched to the engine travel mode. In the engine travel mode, of the first clutch 15 and the second clutch 16, the clutch on the input shaft side having the gear stage used for travel of the vehicle 1 is switched to the fully engaged state, and the other clutch is switched to the released state.

  Further, the vehicle control device 50 switches the gear position of the transmission 10 based on the vehicle speed and the accelerator opening. In the ROM of the vehicle control device 50, a shift diagram showing the relationship between the vehicle and the accelerator opening and the gear position is stored as a map. The vehicle control device 50 sets a gear position according to the current traveling state of the vehicle 1 based on this shift diagram. Then, the operations of the sleeves 36 to 41 are controlled so that the transmission 10 is switched to the set gear position. At this time, the vehicle control device 50 determines that one of the sleeves on the input shaft side having the set shift speed is switched to the engagement position so that the shift speed is set, and the remaining sleeves are in the release position. Can be switched to. On the other hand, all the sleeves on the other input shaft side are switched to the release position. That is, the other input shaft side is switched to the neutral state.

  Hereinafter, one input shaft used for traveling of the vehicle 1 is referred to as a traveling-side input shaft, and the other input shaft not used for traveling of the vehicle 1 is referred to as a non-traveling-side input shaft. There is. In addition, the clutch, MG, gear train, and sleeve provided on the travel-side input shaft are referred to as travel-side clutch, travel-side MG, travel-side gear train, and travel-side sleeve, respectively. The clutch, MG, gear train, and sleeve provided on the shaft may be referred to as a non-traveling side clutch, a non-traveling side MG, a non-traveling side gear train, and a non-traveling side sleeve, respectively.

  FIG. 2 shows one of a plurality of control routines executed by the vehicle control device 50 for switching the gear position. This control routine is repeatedly executed at a predetermined cycle while the vehicle 1 is traveling. By executing this control routine, the vehicle control device 50 functions as the speed change means of the present invention.

  In this control routine, the vehicle control device 50 first acquires the state of the vehicle 1 in step S11. As the state of the vehicle 1, for example, the vehicle speed, the accelerator opening, whether or not the brake pedal is depressed, and the like are acquired. In addition, although description was abbreviate | omitted, in this process, various other information related to the driving state of the vehicle 1 is acquired. In the next step S12, the vehicle control device 50 determines whether or not the travel mode of the vehicle 1 is the EV travel mode. If it is determined that the travel mode is the engine travel mode, the current control routine is terminated.

  On the other hand, when it is determined that the traveling mode is the EV traveling mode, the process proceeds to step S13, and the vehicle control device 50 determines whether or not a predetermined brake ON shift down condition is satisfied. The brake-on shift-down condition is determined to be satisfied when the brake pedal is depressed and a shift-down for switching the gear position from the current gear position to the gear position on the lower speed side is to be executed. Whether or not the downshift should be performed may be determined by a known method with reference to a shift diagram. If it is determined that the brake ON downshift condition is not satisfied, the current control routine is terminated.

  On the other hand, if it is determined that the brake ON downshift condition is satisfied, the process proceeds to step S14, and the vehicle control device 50 calculates the braking torque. A method for calculating the braking torque will be described below. In this calculation method, it is first assumed that the driving wheels 6 are driven by the engine 2 via the transmission 10 at the current gear stage. And the rotation speed of the engine 2 in this case is estimated. The rotational speed of the engine 2 may be calculated based on the vehicle speed, the current gear ratio, and the gear ratio of the differential mechanism 5. Next, the number of revolutions of the engine 2 after the shift when the downshift is performed from this state is estimated. Similarly, the rotational speed may be calculated based on the vehicle speed, the gear ratio of the gear stage after downshifting, and the gear ratio of the differential mechanism 5. Thereafter, the friction torque generated in the engine 2 at this rotational speed is calculated. This calculation may be performed by, for example, obtaining the relationship between the friction torque and the rotational speed in advance by experiment or numerical calculation and storing it as a map in the ROM of the vehicle control device 50 and referring to the map. The calculated friction torque is set as the braking torque. By executing this process, the vehicle control device 50 functions as the braking torque calculation means of the present invention.

  In the next step S15, the vehicle control device 50 performs regenerative deceleration control. In this regenerative deceleration control, power is generated by causing the travel side MG to function as a generator so that the driving wheel 6 is braked and the vehicle 1 is decelerated. That is, the traveling side MG is caused to perform regeneration. At this time, regenerative control of the MG on the traveling side is performed so that the calculated braking torque is applied to the drive wheels 6. In subsequent step S16, the vehicle control device 50 performs non-traveling side shift control. In this non-travel side shift control, the position of each sleeve on the non-travel side is set so that the non-travel side input shaft and the output system 12 are connected so that power can be transmitted by the gear train corresponding to the shift stage after the downshift. Switch.

  In the next step S17, the vehicle control device 50 performs MG control. In this MG control, the traveling side and the non-traveling side are switched. That is, for example, when the first MG3 has been on the running side and the second MG4 has been on the non-running side, the first MG3 is switched to the non-running side and the second MG4 is switched to the running side. Then, the vehicle 1 is caused to travel by outputting power from the second MG 4. In addition, by executing this MG control, the vehicle 1 is actually driven through the shift stage after the downshift. In subsequent step S18, the vehicle control device 50 executes neutral control. In this neutral control, the sleeves on the non-travel side, that is, the sleeves on the travel side before the above-described MG control is executed, are all switched to the release position to be in the neutral state. Thereafter, the current control routine is terminated.

  As described above, in the present invention, when the brake ON downshift condition is satisfied during execution of the EV traveling mode, first, the traveling MG performs regeneration, and the shift stage is switched during the regeneration. Do. In this case, since the vehicle 1 decelerates when the MG on the traveling side performs regeneration, it is possible to give the driver a feeling of deceleration as if the downshift has been completed. Therefore, a feeling of deceleration can be appropriately given to the driver.

  When the MG on the traveling side is caused to perform regeneration, a braking torque that is expected to be generated when shifting down from the current gear stage during traveling on the engine 2 is applied to the drive wheels 6. As a result, the vehicle 1 decelerates. Therefore, an appropriate deceleration feeling can be given to the driver.

  Note that the braking torque applied to the drive wheels 6 in the deceleration control is not limited to torque that simulates the friction torque of the engine 2. The braking torque may be set to an appropriate value that can give an appropriate feeling of deceleration to the driver.

  In the above-described embodiment, the case where the gear position is switched from the current gear position to the gear position on the lower speed side has been described. And may be executed in all cases of switching to the gear position of the non-traveling gear train. For example, the control of the present invention may be executed when shifting down from the current shift stage to a shift stage on the third low speed side, such as when shifting the shift stage from the fifth speed to the second speed. In this case, the brake ON downshift condition is when the brake pedal is depressed and the gear position is changed from the current gear position to the low speed gear stage and to the gear stage of the non-traveling gear train. It is determined that In this case, the braking torque for deceleration control may be set to an appropriate value that can give the driver an appropriate feeling of deceleration. For example, a torque that simulates the friction torque of the engine 2 may be set as in the above-described embodiment.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, in the above-described embodiment, the input shaft and the motor / generator are connected via a gear so that power can be transmitted, but the output shaft of the motor / generator may be directly connected to the input shaft. The transmission of the hybrid vehicle to which the present invention is applied is not limited to a 5-speed forward transmission, and may be a 4-speed forward transmission or a 6-speed forward transmission or higher.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Internal combustion engine 3 1st motor generator 4 Second motor generator 6 Drive wheel 10 Transmission 12 Output system 13 1st input shaft 14 2nd input shaft 15 1st clutch 16 2nd clutch 36 1st sleeve ( First transmission mechanism)
37 Second sleeve (second transmission mechanism)
38 Third sleeve (first speed change mechanism)
39 Fourth sleeve (second transmission mechanism)
40 Fifth sleeve (first transmission mechanism)
41 Reverse sleeve (second speed change mechanism)
50 Vehicle control device (transmission means, braking torque calculation means)
G1-G5, GR Gear train

Claims (2)

An internal combustion engine;
An input system including a first input shaft connected to the internal combustion engine via a first clutch and a second input shaft connected to the internal combustion engine via a second clutch, and a drive wheel connected to be able to transmit power. A plurality of output systems, a part of which is interposed between the first input shaft and the output system, and the rest is interposed between the second input shaft and the output system, and the gear ratios are different from each other. Power transmission between the first input shaft and the output system by any one of the gear trains and a gear train interposed between the first input shaft and the output system. A first speed change mechanism capable of switching a gear ratio between them and switching to a neutral state that cuts off power transmission between the first input shaft and the output system, and the second input. Of the gear train interposed between the shaft and the output system A gear ratio between the second input shaft and the output system can be switched by selectively establishing power transmission between the second input shaft and the output system by one gear train, and the second input shaft and the output system. A second speed change mechanism capable of switching to a neutral state that interrupts power transmission between the input system and the output system, and switching a gear train used for power transmission between the input system and the output system. And a gear train corresponding to an odd number of the plurality of gears is interposed between the first input shaft and the output system, and a gear train corresponding to an even number is the second gear. A dual clutch type transmission interposed between the input shaft and the output system;
A first motor / generator connected to the first input shaft to transmit power;
A second motor / generator connected to the second input shaft so as to be capable of transmitting power,
The internal combustion engine is stopped, the drive wheel is driven by one of the first motor generator and the second motor generator, and the other motor is not involved in driving the drive wheel. Applied to a hybrid vehicle capable of executing an EV traveling mode for switching the generator-side transmission mechanism to the neutral state;
A shift-down condition for executing a downshift for switching the shift stage of the transmission mechanism on the other motor / generator side from the current shift stage to the low speed side when the brake pedal of the vehicle is depressed during execution of the EV travel mode. Is established, the regenerative control of the one motor / generator is executed so that the driving wheel is braked, and then the input shaft connected to the other motor / generator during the execution of the regenerative control. The transmission mechanism on the other motor / generator side is controlled so that power transmission between the motor and the output system is established in a gear train corresponding to the lower gear stage, and then the other motor / generator is controlled. And a control means for driving the drive wheel and switching the one motor / generator side speed change mechanism to the neutral state. Location. When the shift down condition is satisfied during the execution of the EV traveling mode, it is assumed that the driving wheel is driven by the internal combustion engine via the transmission at the shift stage when the shift down condition is satisfied. A braking torque calculating means for calculating a braking torque that is expected to be applied to the drive wheels due to the friction of the internal combustion engine when the transmission is switched from the assumed state to the low-speed gear;
The speed change means is configured to apply the braking torque calculated by the braking torque calculation means to the drive wheel when the shift down condition is satisfied during execution of the EV driving mode. The control device according to claim 1, wherein regenerative control is executed.

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