Vehicle control device

Abstract

This invention relates to a vehicle control device for rapidly switching driving modes. It includes: a continuously variable transmission (CVT) connected to an engine and a first motor via an input path and connected to wheels via an output path; a clutch mechanism provided on the output path; a second motor connected to the wheels; and a driving control unit that controls the engine, the first and second motors, the CVT, and the clutch mechanism. The driving modes include a first mode in which the clutch mechanism is engaged and a second mode in which the clutch mechanism is disengaged. When switching from the first mode to the second mode, the driving control unit disengages the clutch mechanism (symbol c2) and maintains the CVT gear ratio while stopping the CVT (symbols g2, h1). When switching from the second mode to the first mode, the driving control unit controls the CVT to synchronize the forward and backward rotational speeds of the clutch mechanism (symbols g3, f3) and engages the clutch mechanism (symbol c3).

Description

Technical Field

[0001] This invention relates to a vehicle control device installed in a hybrid vehicle. Background Technology

[0002] Hybrid vehicles equipped with an engine and a motor are equipped with a powertrain system that includes a continuously variable transmission (CVT) or similar transmission (see Patent Documents 1-5). Furthermore, by controlling the clutch mechanism incorporated into the powertrain system, it is possible to switch the transmission paths of engine power and motor power within the powertrain system, and to switch between driving modes such as engine mode and motor mode.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: International Publication No. 2013 / 145104

[0006] Patent Document 2: Japanese Patent Application Publication No. 2018-52320

[0007] Patent Document 3: Japanese Patent Application Publication No. 2001-245404

[0008] Patent Document 4: Japanese Patent Application Publication No. 2006-160104

[0009] Patent Document 5: Japanese Patent Application Publication No. 2019-187130 Summary of the Invention

[0010] The problem that the invention aims to solve

[0011] However, in order to engage the clutch mechanism in response to changes in driving mode, the speeds of the input and output sides of the clutch mechanism need to be synchronized. Furthermore, since a transmission is installed in the powertrain system, synchronizing the speeds of the input and output sides of the clutch mechanism requires not only rotational control of the engine and motor but also gear shift control of the transmission. However, gear shift control takes time, making it difficult to quickly switch driving modes.

[0012] The purpose of this invention is to quickly switch driving modes.

[0013] Technical solutions for solving the problem

[0014] The present invention provides a control device for a vehicle, which is provided in a hybrid vehicle and includes: a continuously variable transmission (CVT) that is connected to an engine and a first motor via an input path and is connected to wheels via an output path; a clutch mechanism that is provided in the output path; a second motor that is connected to the wheels; and a travel control unit that controls the engine, the first motor, the second motor, the CVT, and the clutch mechanism. As travel modes, there are a first mode in which the clutch mechanism is controlled to be in a engaged state and a second mode in which the clutch mechanism is controlled to be in a released state. When the travel control unit switches the travel mode from the first mode to the second mode, it controls the clutch mechanism to be in the released state and stops the CVT while maintaining the gear ratio of the CVT. When switching the travel mode from the second mode to the first mode, it controls the CVT to synchronize the rotational speeds on the input side and the output side of the clutch mechanism and controls the clutch mechanism to be in the engaged state.

[0015] Advantages of the Invention

[0016] According to the present invention, when the travel control unit switches the travel mode from the first mode to the second mode, it controls the clutch mechanism to be in the released state and stops the CVT while maintaining the gear ratio of the CVT. Thus, the travel mode can be quickly switched from the second mode to the first mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 FIG. 1 is a schematic diagram showing an example of a hybrid vehicle equipped with a control device for a vehicle according to an embodiment of the present invention.

[0018] Figure 2 FIG. 2 is a schematic diagram showing an example of a control system of the control device for a vehicle.

[0019] Figure 3 FIG. 3 is a mode diagram showing an example of a setting area for each travel mode.

[0020] FIGS. 4(A) and 4(B) are schematic diagrams showing the operating conditions of a power transmission system in the P2 mode.

[0021] FIGS. 5(A) and 5(B) are schematic diagrams showing the operating conditions of a power transmission system in the P2+P4 mode.

[0022] Figure 6 FIG. 6 is a schematic diagram showing the operating conditions of a power transmission system in the P4 mode.

[0023] Figure 7 FIG. 7 is a diagram showing an example of a speed change map of the CVT.

[0024] Figure 8 This is a diagram showing an example of vehicle speed and requested driving force on the dividing lines L1 and L3.

[0025] Figure 9 This is a diagram showing an example of the target gear ratio on the dividing lines L1 and L3.

[0026] Figure 10 This is an example diagram where the arrow X represents the vehicle speed and the requested driving force.

[0027] Figures 11(A) and 11(B) show the following along Figure 10 The diagram shows an example of the powertrain's operation when the X-shaped arrow switches driving modes.

[0028] Figures 12(A) and 12(B) show the following along Figure 10 The diagram shows an example of the powertrain's operation when the X-shaped arrow switches driving modes.

[0029] Figure 13 This is a diagram illustrating an example of the shifting behavior of a continuously variable transmission (CVT) in synchronous control.

[0030] Figure 14 It means along Figure 10 The arrow X is a timing diagram illustrating an example of the powertrain's operation when switching driving modes.

[0031] Figures 15(A) to (C) are diagrams showing the power transmission system of a vehicle control device according to another embodiment. Detailed Implementation

[0032] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0033] [Vehicle Structure]

[0034] Figure 1 This is a schematic diagram illustrating an example of a hybrid vehicle 11 equipped with a vehicle control device 10 according to an embodiment of the present invention. Figure 1 As shown, in the hybrid vehicle 11, a power transmission system 13 is provided as the power source, comprising an engine 12, a first electric generator (first motor) MG1, and a second electric generator (second motor) MG2. Furthermore, a continuously variable transmission 16 comprising a primary pulley 14 and a secondary pulley 15 is provided in the power transmission system 13.

[0035] An engine 12 and an electric generator MG1 are connected to the main shaft 17 of the primary pulley 14 via an input path 18. Specifically, the crankshaft 19 of the engine 12 is connected to the main shaft 17 of the primary pulley 14 via an engine clutch 20, an input shaft 21, a torque converter 22, a turbine shaft 23, and an input clutch 24. Furthermore, the rotor 25 of the electric generator MG1 is connected to the input shaft 21 via a chain mechanism 26. Thus, the input path 18 is constructed using the engine clutch 20, the chain mechanism 26, the input shaft 21, the torque converter 22, the turbine shaft 23, and the input clutch 24. In the illustrated example, the electric generator MG1 is radially offset from the input shaft 21, but this is not a limitation; the electric generator MG1 can also be arranged coaxially with the input shaft 21.

[0036] On the secondary pulley 15, a wheel 36 is connected to the countershaft 30 via an output path 35 formed by the output clutch (clutch mechanism) 31, the output shaft 32, the differential mechanism 33, and the axle 34. Furthermore, the rotor 37 of the electric generator MG2 is connected to the output shaft 32 via a gear set 38. That is, the rotor 37 of the electric generator MG2 is connected to the output path 35 between the output clutch 31 and the wheel 36. In the illustrated example, the electric generator MG2 is radially offset from the output shaft 32, but this is not a limitation; the electric generator MG2 can also be arranged coaxially with the output shaft 32.

[0037] A main oil chamber 14a is defined on the primary pulley 14, and an auxiliary oil chamber 15a is defined on the secondary pulley 15. Furthermore, a drive chain 39 is wound around the primary pulley 14 and the secondary pulley 15. By controlling the oil pressure in the main oil chamber 14a and the auxiliary oil chamber 15a, the groove width of the primary pulley 14 and the secondary pulley 15 can be controlled. Therefore, the winding diameter of the drive chain 39 relative to each pulley 14, 15 can be varied, enabling stepless speed regulation from the main shaft 17 to the secondary shaft 30.

[0038] Furthermore, the engine clutch 20 and input clutch 24 located in input path 18, and the output clutch 31 located in output path 35, are hydraulic clutches that can be controlled to be engaged and disengaged. By engaging the engine clutch 20, the engine 12 can be connected to the torque converter 22; by disengaging the engine clutch 20, the engine 12 can be disengaged from the torque converter 22. Similarly, by engaging the input clutch 24, the torque converter 22 can be connected to the primary pulley 14; by disengaging the input clutch 24, the torque converter 22 can be disengaged from the primary pulley 14. Likewise, by engaging the output clutch 31, the secondary pulley 15 can be connected to the wheel 36; by disengaging the output clutch 31, the secondary pulley 15 can be disengaged from the wheel 36.

[0039] To control the supply of working oil to the continuously variable transmission (CVT) 16, torque converter 22, engine clutch 20, input clutch 24, and output clutch 31, a hydraulic system 40, consisting of an oil pump, is provided in the power transmission system 13. The hydraulic system 40 includes a mechanical pump 41 driven by the pump housing 22a of the torque converter 22, and an electric pump 43 driven by an electric motor 42. In the hydraulic system 40, a valve body 44, consisting of a solenoid valve and an oil circuit, is also provided to control the supply and pressure of the working oil. The working oil, whose pressure is regulated by the valve body 44, is supplied to the CVT 16, torque converter 22, engine clutch 20, input clutch 24, and output clutch 31 via a hydraulic circuit (not shown).

[0040] [Control System]

[0041] Figure 2 This is a schematic diagram illustrating an example of the control system of the vehicle control device 10. Furthermore, Figure 2 The simplified powertrain system 13 is shown in the image. (Example: ...) Figure 2 As shown, in the vehicle control device 10, various controllers 50 to 55, composed of microcomputers or the like, are provided to control the operating state of the powertrain system 13. These controllers include an engine controller 50 for controlling the engine 12, a task controller 51 for controlling the continuously variable transmission 16 and the output clutch 31, etc. The controllers also include a motor controller 52 for controlling the electric generator MG1, a motor controller 53 for controlling the electric generator MG2, a battery controller 54 for controlling the battery 56 connected to the electric generators MG1 and MG2, and a main controller 55 that integrates the control of each controller 50 to 54. These controllers 50 to 55 are freely connected and communicate with each other via an in-vehicle network 57 such as CAN and LIN.

[0042] To monitor the driving status of the hybrid vehicle 11, various sensors are connected to the main controller 55. These sensors include: an acceleration sensor 60 that detects the operation of the accelerator pedal; a brake sensor 61 that detects the operation of the brake pedal; and a vehicle speed sensor 62 that detects the vehicle's speed. Other sensors connected to the main controller 55 include: an engine rotation sensor that detects the rotational speed of the crankshaft 19; an input rotation sensor that detects the rotational speed of the input shaft 21; a main rotation sensor that detects the rotational speed of the main shaft 17; a secondary rotation sensor that detects the rotational speed of the secondary shaft 30; and an output rotation sensor that detects the rotational speed of the output shaft 32.

[0043] The main controller (driving control unit) 55 sets control targets for the engine 12, electric generators MG1 and MG2, continuously variable transmission 16, and various clutches 20, 24, and 31 based on information sent from various sensors and controllers, and outputs control signals based on these control targets to each controller 50-54. Then, each controller 50-54, which receives control signals from the main controller 55, controls the engine 12, electric generators MG1 and MG2, continuously variable transmission 16, and various clutches 20, 24, and 31.

[0044] Specifically, the engine controller 50, receiving control signals from the main controller 55, outputs control signals to the engine auxiliary equipment 70, which consists of injectors and throttle valves, to control engine torque and engine speed. Additionally, the task controller 51 outputs control signals to the valve body 44, which regulates the pressure of the working oil, to control the operating states of the continuously variable transmission 16, engine clutch 20, input clutch 24, output clutch 31, and torque converter 22. Furthermore, the motor controller 52 outputs control signals to the inverter 71 connected to the electric generator MG1, controlling the motor torque and motor speed of the electric generator MG1. Additionally, the motor controller 53 outputs control signals to the inverter 72 connected to the electric generator MG2, controlling the motor torque and motor speed of the electric generator MG2. Moreover, batteries 56, such as lithium-ion batteries, are connected to the inverters 71 and 72.

[0045] [Driving Mode]

[0046] As driving modes for the hybrid vehicle 11, the vehicle control device 10 has "P2 mode", "P2+P4 mode" and "P4 mode". P2 mode is the driving mode using the electric generator MG1, P2+P4 mode is the driving mode using both electric generators MG1 and MG2, and P4 mode is the driving mode using only electric generator MG2. Furthermore, P2 mode and P2+P4 mode using electric generator MG1 are the first modes where the output clutch 31 is engaged, while P4 mode without using electric generator MG1 is the second mode where the output clutch 31 is disengaged.

[0047] Figure 3 This is a diagram illustrating an example of the setting areas for various driving modes. For example... Figure 3As shown in the diagram, the execution areas for each driving mode are defined by dividing lines L1 to L3 based on vehicle speed and requested driving force. Specifically, when the vehicle's driving state, determined by vehicle speed and requested driving force, is below dividing line L1 and below dividing line L2, driving mode P2 is executed. Furthermore, when the driving state exceeds dividing line L2 and exceeds dividing line L3, driving mode P2+P4 is executed; and when the driving state exceeds dividing line L1 but is below dividing line L3, driving mode P4 is executed. Moreover, the requested driving force, i.e., the target driving force of the vehicle, can be set based on, for example, the driver's acceleration operation. That is, the more the accelerator pedal is depressed, the greater the requested driving force is set; the less the accelerator pedal is depressed, the smaller the requested driving force is set.

[0048] Figures 4(A) and (B) are schematic diagrams showing the operation of the powertrain 13 in P2 mode. As shown in Figures 4(A) and (B), in P2 mode, the input clutch 24 and the output clutch 31 are controlled to be engaged, the electric generator MG1 is controlled to be in power operation mode (forced operation mode) or regenerative mode, and the electric generator MG2 is controlled to be in idle mode. Thus, the motor power of the electric generator MG1 can be transmitted to the wheels 36 via the continuously variable transmission 16, and the vehicle can be driven by the motor power of the electric generator MG1.

[0049] Furthermore, when the requested driving force is ensured solely by the electric generator MG1, as shown in Figure 4(A), the engine clutch 20 is controlled to be in a disengaged state, and the engine 12 is controlled to be in a stopped state. On the other hand, when the requested driving force cannot be ensured solely by the electric generator MG1, as shown in Figure 4(B), the engine clutch 20 is controlled to be engaged, and the engine 12 is controlled to be in an operating state. Additionally, in cases where it is difficult to drive the electric generator MG1 due to factors such as the battery 56 running out of power, the vehicle can be driven using only the engine 12. Thus, when only the engine 12 is used, a clutch can be set to disengage the electric generator MG1 from the input shaft 21, and by releasing this clutch, the rotation of the electric generator MG1 can be stopped.

[0050] Figures 5(A) and (B) are schematic diagrams showing the operation of the powertrain system 13 in the P2+P4 mode. As shown in Figures 5(A) and (B), in the P2+P4 mode, the input clutch 24 and the output clutch 31 are controlled to be engaged, the electric generator MG1 is controlled to be in power operation or regeneration mode, and the electric generator MG2 is controlled to be in power operation or regeneration mode. Thus, the motor power of the electric generators MG1 and MG2 can be transmitted to the wheels 36, enabling the vehicle to move using the motor power of the electric generators MG1 and MG2.

[0051] Furthermore, in P2+P4 mode, when only electric generators MG1 and MG2 are used to ensure the requested driving force, as shown in Figure 5(A), engine clutch 20 is controlled to be in a released state, and engine 12 is controlled to be in a stopped state. On the other hand, when only electric generators MG1 and MG2 are used to ensure the requested driving force, as shown in Figure 5(B), engine clutch 20 is controlled to be in a engaged state, and engine 12 is controlled to be in an operating state. In addition, in P2+P4 mode, when it is difficult to drive electric generators MG1 and MG2 due to the depletion of battery 56 power, the vehicle can be driven using only engine 12. Thus, when only engine 12 is used, the clutch of electric generator MG1 can be disengaged from input shaft 21, and the rotation of electric generator MG1 can be stopped by releasing the clutch.

[0052] Figure 6 This is a schematic diagram showing the operating status of the powertrain system 13 in P4 mode. (Example) Figure 6 As shown, in P4 mode, the engine clutch 20, input clutch 24, and output clutch 31 are controlled to be in a released state, the engine 12 and electric generator MG1 are controlled to be in a stopped state, and the electric generator MG2 is controlled to be in a power running state or a regenerative state. Thus, the motor power of the electric generator MG2 can be transmitted to the wheels 36, enabling the vehicle to move. Furthermore, in P4 mode, with the engine 12 and electric generator MG1 controlled to be in a stopped state and the output clutch 31 controlled to be in a released state, the continuously variable transmission 16 is controlled to a stopped state, stopping the rotation of the primary pulley 14 and the secondary pulley 15.

[0053] Thus, in the first mode, "P2 mode" or "P2+P4 mode", the output clutch 31 is controlled to be engaged, the continuously variable transmission 16 is controlled to be rotating, at least one of the engine 12 and the electric generator MG1 is controlled to be rotating, and the electric generator MG2 is controlled to be rotating. On the other hand, in the second mode, "P4 mode", the output clutch 31 is controlled to be disengaged, the continuously variable transmission 16 is controlled to be stopped, both the engine 12 and the electric generator MG1 are controlled to be stopped, and the electric generator MG2 is controlled to be rotating. Furthermore, the rotating state of the electric generators MG1 and MG2 refers to the state in which the rotors of the electric generators MG1 and MG2 rotate, which includes the power operation state, the regeneration state, and the idling state.

[0054] [Continuously Variable Transmission (CVT) Gear Control]

[0055] Next, the gear shift control of the continuously variable transmission (CVT) 16 performed by the main controller 55 will be explained. In the driving mode of P2 mode or P2+P4 mode, engine power and motor power are output via the CVT 16. Therefore, the gear ratio of the CVT 16 is controlled by the main controller 55.

[0056] Figure 7 This is a diagram illustrating an example of the gear shifting diagram of a continuously variable transmission (CVT) 16. For example... Figure 7 As shown, the transmission diagram includes a characteristic line L representing the maximum gear ratio on the low-speed side and a characteristic line H representing the minimum gear ratio on the high-speed side. Additionally, as shown by dashed lines, the transmission diagram includes multiple characteristic lines corresponding to the requested driving force. When the accelerator pedal is depressed to increase the requested driving force, the characteristic line in the direction of arrow α (the upper line) is selected. Conversely, when the accelerator pedal is depressed to decrease the requested driving force, the characteristic line in the direction of arrow β (the lower line) is selected.

[0057] For example, as indicated by arrow γ, when the accelerator pedal is depressed while traveling at vehicle speed Va, and the requested driving force of the vehicle increases, the target main speed increases from Npa to Npb, and the target gear ratio of the continuously variable transmission (CVT) 16 changes from "Tra" to "Trb". That is, the target gear ratio of the CVT 16 increases from "Tra" to "Trb" on the low-speed side, and corresponding to the increase in requested driving force, the torque output from the CVT 16 increases. Furthermore, the gear ratio of the CVT 16 is the ratio of the rotational speed Np of the main shaft 17 to the rotational speed Ns of the countershaft 30 (Np / Ns).

[0058] [Gear ratio when crossing the dividing line]

[0059] Next, the gear ratios on the dividing lines L1 and L3 of the pattern diagram will be explained. Figure 8 This diagram illustrates an example of vehicle speed and requested driving force at the dividing lines L1 and L3. Figure 9 This is a diagram showing an example of the target gear ratio on the dividing lines L1 and L3.

[0060] like Figure 8 As indicated by arrow A, when the vehicle speed or requested driving force increases, causing the vehicle's driving state to exceed the dividing line L1, the driving mode is switched from P2 mode to P4 mode. That is, as shown... Figure 8 As indicated by the symbol s1, during the timing of the switch from driving mode P2 to P4, the requested driving force is "Rf1" and the vehicle speed is "V1". Here, as... Figure 9 As shown by symbol s1, when the selected driving force corresponds to the characteristic line Lf1 of “Rf1” and the vehicle speed is “V1”, the target gear ratio of the continuously variable transmission 16 is set to “Tr1”.

[0061] like Figure 8 As indicated by arrow B, when the vehicle speed or requested driving force decreases, causing the vehicle's driving state to drop below the dividing line L1, the driving mode is switched from P4 mode to P2 mode. That is, as shown... Figure 8 As indicated by symbol s2, during the timing of the switch from driving mode P4 to P2 mode, the requested driving force is "Rf2" and the vehicle speed is "V1". Here, as... Figure 9 As shown by symbol s2, when the selected driving force corresponds to the characteristic line Lf2 of “Rf2” and the vehicle speed is “V1”, the target gear ratio of the continuously variable transmission 16 is set to “Tr2”.

[0062] like Figure 8 As indicated by arrow C, when the vehicle speed or requested driving force increases, causing the vehicle's driving state to exceed the dividing line L3, the driving mode will switch from P4 mode to P2+P4 mode. That is, as shown... Figure 8 As indicated by the symbol s3, during the timing of the switch from P4 mode to P2+P4 mode, the requested driving force is "Rf3" and the vehicle speed is "V3". Here, as... Figure 9 As indicated by symbol s3, when the selected driving force corresponds to characteristic line Lf3 and the vehicle speed is "V3", the target gear ratio of the continuously variable transmission 16 is set to "Tr3".

[0063] like Figure 8 As indicated by arrow D, when the vehicle speed or requested driving force decreases, causing the vehicle's driving state to drop below the dividing line L3, the driving mode is switched from P2+P4 mode to P4 mode. That is, as shown... Figure 8 As indicated by the symbol s4, during the timing of switching from P2+P4 mode to P4 mode, the requested driving force is "Rf4" and the vehicle speed is "V4". Here, in Figure 9 As indicated by symbol s4, when the selected driving force corresponds to characteristic line Lf4 and the vehicle speed is "V4", the target gear ratio of the continuously variable transmission 16 is set to "Tr4".

[0064] [Driving Mode Switching Control]

[0065] The following explains the execution sequence of driving mode switching control. Figure 10 This diagram illustrates an example of using an arrow X to represent vehicle speed and the requested driving force. Figure 10 This indicates the driving mode transitioning from P2 mode through P4 mode to P2+P4 mode. Furthermore, Figure 10 The symbols s1 and s3 in the middle represent... Figure 8 and Figure 9 The symbols s1 and s3 represent the same driving state. Additionally, Figures 11 and 12 show the driving states along... Figure 10The diagram shows an example of the operation of the powertrain 13 when the arrow X switches driving modes.

[0066] like Figure 10 As indicated by symbol α1, when the vehicle speed or requested driving force is below the dividing lines L1 and L2, the driving mode is set to P2 mode. That is, as shown in Figure 11(A), the input clutch 24 and output clutch 31 are controlled to be engaged, the electric generator MG1 is controlled to be in power operation, and the electric generator MG2 is controlled to be in idling. Thus, as indicated by arrow f1, the motor power of the electric generator MG1 can be transmitted to the wheels 36 via the continuously variable transmission 16. Furthermore, in the illustrated example, the engine clutch 20 is controlled to be disengaged, and the engine 12 is controlled to be stopped.

[0067] Next, as Figure 10 As indicated by symbol α2, when the vehicle speed or requested driving force increases, causing the vehicle's driving state to reach the dividing line L1, the driving mode is switched from P2 mode to P4 mode. That is, as shown in Figure 11(B), the input clutch 24 and output clutch 31 are controlled to the released state, the continuously variable transmission 16 is controlled to the stopped state, the electric generator MG1 is controlled to the stopped state, and the electric generator MG2 is controlled to the powered running state. Thus, as indicated by arrow f2, the motor power of the electric generator MG2 can be transmitted to the wheels 36.

[0068] Thus, when switching the driving mode from P2 to P4, after disengaging the output clutch 31, the continuously variable transmission (CVT) 16 is brought to a stop, but the CVT 16 is kept in a stopped state while maintaining the gear ratios used in P2 mode. That is, even in P4 mode when the CVT 16 is not used, the gear ratios of the CVT 16 are not controlled to the minimum gear ratio H or the maximum gear ratio L; instead, the CVT 16 is kept in a stopped state while maintaining the gear ratios used in P2 mode.

[0069] Next, as Figure 10 As indicated by symbol α3, when the vehicle speed or requested driving force increases, causing the vehicle's driving state to reach the dividing line L3, the driving mode is switched from P4 mode to P2+P4 mode. Here, in order to switch the driving mode from P4 mode to P2+P4 mode, it is necessary to control the output clutch 31 to be engaged. However, from the viewpoint of suppressing the engagement vibration of the output clutch 31, it is necessary to synchronize the speeds of the clutch input side and output side when engaging the output clutch 31.

[0070] Therefore, as shown in Figure 12(A), in order to synchronize the rotational speeds of the input and output sides of the output clutch, the power transmission system 13, while maintaining the output clutch 31 in a released state, controls the input clutch 24 to be engaged, controls the electric generator MG1 to be in power operation, and controls the gear ratio of the continuously variable transmission 16. Thus, as indicated by arrow f2, the motor power of the electric generator MG2 can be transmitted to the wheel 36, and as indicated by arrow f3, the rotational speed of the countershaft 30 can be increased by the motor power of the electric generator MG1. Through this synchronization control, when the speed difference between the input and output sides of the output clutch 31 converges to a specified range, as shown in Figure 12(B), the output clutch 31 is controlled to be engaged. Thus, as indicated by arrows f1 and f2, the motor power of the electric generators MG1 and MG2 can be transmitted to the wheel 36.

[0071] Here, Figure 13 This diagram illustrates an example of the shifting behavior of the continuously variable transmission 16 in synchronous control. (See diagram for example.) Figure 13 As indicated by arrow Xa, in the synchronization control shown in Figure 12(A), the gear ratio of the continuously variable transmission 16 is controlled from "Tr1" to "Tr3". That is, as shown in the figure... Figure 10 As indicated by symbol α2, in order to switch from P2 mode to P4 mode, when the output clutch 31 is released and the continuously variable transmission 16 stops, as shown in the figure... Figure 9 As indicated by the symbol s1, "Tr1" controls the gear ratio of the continuously variable transmission 16. Furthermore, as... Figure 10 As indicated by symbol α3, when the output clutch 31 is engaged and the P2+P4 mode is switched, as shown in the figure... Figure 9 As indicated by the symbol s3, “Tr3” controls the gear ratio of the continuously variable transmission 16.

[0072] That is, in P4 mode with the output clutch 31 released, the gear ratio Tr1 of the continuously variable transmission 16 in the most recent P2 mode is maintained. Therefore, in the synchronization control during the transition to P2+P4 mode, such as Figure 13 As indicated by arrow Xa, the gear ratio of the continuously variable transmission (CVT) 16 is controlled from "Tr1" to "Tr3". This reduces the gear shift range (gear change range) of the CVT 16 in the synchronization control, thus enabling rapid gear shift control and synchronization control, and rapid switching of driving modes.

[0073] That is, in P4 mode with the output clutch 31 released, when the gear ratio of the continuously variable transmission 16 is controlled to the minimum gear ratio H or the maximum gear ratio L, such as Figure 13As indicated by arrows Xb and Xc, the gear ratio range of the continuously variable transmission (CVT) 16 in the synchronous control is expanded. Therefore, it is not possible to quickly complete gear shift control and synchronous control, making it difficult to quickly switch driving modes. In contrast, in the P4 mode of the vehicle control device 10 of this embodiment, which releases the output clutch 31, the gear ratio of the CVT 16 is maintained at a gear ratio between the minimum gear ratio H and the maximum gear ratio L. Therefore, the gear shift range of the CVT 16 in the synchronous control can be reduced, enabling rapid switching of driving modes.

[0074] The above explanation describes the situation where the driving mode changes from P2 mode to P4 mode and then to P2+P4 mode, but it is not limited to this. For example, even in situations like... Figure 8 After switching the driving mode from P2 to P4 as shown by arrow A, and then switching back from P4 to P2 as shown by arrow B, the shift range of the continuously variable transmission 16 in the synchronization control can still be reduced. Furthermore, even in situations like... Figure 8 After switching the driving mode from P2+P4 to P4 mode as shown by arrow D, and then switching the driving mode from P4 to P2 mode as shown by arrow B, the shift range of the continuously variable transmission 16 in the synchronization control can still be reduced. Furthermore, even in situations like... Figure 8 When the driving mode is switched from P2+P4 to P4 as shown by arrow D, and then switched from P4 to P2+P4 as shown by arrow C, the shift range of the continuously variable transmission 16 in the synchronous control can also be reduced.

[0075] [Driving Mode Switching Control (Timing Diagram)]

[0076] Next, the driving mode switching control described above will be explained according to the timing diagram. Figure 14 It means along Figure 10 The timing diagram shows an example of the operation of the powertrain 13 when the X-shaped arrow switches driving modes. Additionally, Figure 14 In this context, rotational speed N1 is the rotational speed of the secondary shaft 30, i.e., the input-side rotational speed of the output clutch 31, and rotational speed N2 is the rotational speed of the output shaft 32, i.e., the output-side rotational speed of the output clutch 31. Furthermore, in... Figure 14 In order to simplify the explanation of driving mode switching control, the gear ratio of the continuously variable transmission 16 in P2 mode and P4 mode is kept constant.

[0077] like Figure 14As shown at time t1, when driving in P2 mode (symbol a1), the input clutch 24 and output clutch 31 are engaged (symbols b1 and c1), the electric generator MG1 is in power operation (symbol d1), and the electric generator MG2 is in idle state (symbol e1). In P2 mode, the output clutch 31 is engaged, therefore, the speeds N1 and N2, which are the input and output speeds of the clutch, are the same (symbol f1). Furthermore, in P2 mode, the gear ratio of the continuously variable transmission 16 is controlled to "Tr1" (symbol g1).

[0078] As shown at time t2, when the driving mode is switched from P2 to P4 (symbol a2), the input clutch 24 and output clutch 31 are controlled to be released (symbols b2, c2), the electric generator MG1 is controlled to be stopped (symbol d2), the electric generator MG2 is controlled to be powered (symbol e2), and the continuously variable transmission (CVT) 16 is controlled to be stopped (symbol h1). Thus, the CVT 16 is controlled to be stopped, but it maintains the gear ratios used in P2 mode. That is, even in P4 mode where the CVT 16 is not used, the gear ratios of the CVT 16 are not controlled to the minimum gear ratio H or the maximum gear ratio L; instead, the CVT 16 is controlled to be stopped while maintaining the gear ratios used in P2 mode (symbol g2).

[0079] As shown at time t3, when deciding to switch driving modes for P2+P4, the input clutch 24 is controlled to be engaged (symbol b3), and the electric generator MG1 is controlled to be in power operation (symbol d3). Then, the gear ratio of the continuously variable transmission 16 (CVT) is controlled to the target gear ratio in P2+P4 mode, i.e., "Tr3" (symbol g3). Thus, through the power operation control of the electric generator MG1 and the gear shift control of the CVT 16, the input-side speed N1 of the output clutch 31 increases to the output-side speed N2 (symbol f2). Then, as shown at time t4, when the input-side speed N1 reaches the output-side speed N2 (symbol f3), the speed difference between the input and output sides of the output clutch is eliminated, and therefore, the output clutch 31 is controlled to be engaged (symbol c3), and the switch from P4 mode to P2+P4 mode is completed (symbol a3). As a result, the gear shift range of the CVT 16 can be reduced and the synchronization time Ts1 can be shortened, enabling rapid switching of driving modes.

[0080] Here, in the P4 mode with the output clutch 31 released, when the gear ratio of the continuously variable transmission (CVT) 16 is controlled to the minimum gear ratio H or the maximum gear ratio L (symbols j1, j2), the gear shift range of the CVT 16 in the synchronization control is expanded. Therefore, the rate of increase of the input-side speed N1 in the synchronization control is slowed down (symbol j3), and the synchronization time Ts2 is longer than "Ts1", making it difficult to quickly switch driving modes. In contrast, the vehicle control device 10 of this embodiment maintains the gear ratio of the CVT 16 in the P4 mode with the output clutch 31 released at a gear ratio between the minimum gear ratio H and the maximum gear ratio L. Therefore, it can reduce the gear shift range of the CVT 16 in the synchronization control and can quickly switch driving modes.

[0081] [Another implementation method (power transmission system structure)]

[0082] Figures 15(A) to (C) are diagrams showing the power transmission system 80 to 82 included in another embodiment of the vehicle control device. In Figures 15(A) to (C), the power transmission system 80 to 82 is shown. Figure 1 and Figure 2 For parts that are common to each other, use the same symbol and omit their description.

[0083] Figure 1 In the example shown, an input clutch 24 is provided on the input side of the primary pulley 14, but it is not limited to this. As shown in Figure 15(A), a power transmission system 80 can also be used where the input clutch 24 is removed from the input side of the primary pulley 14. Furthermore, Figure 1 In the example shown, an engine clutch 20 is provided on the output side of the engine 12, but it is not limited to this. As shown in Figure 15(B), a power transmission system 81 with the engine clutch 20 removed from the output side of the engine 12 can also be used.

[0084] in addition, Figure 1 In the example shown, an electric generator MG2 is connected to the output path 35, but this is not a limitation; the electric generator MG2 can also be disconnected from the output path 35 of the continuously variable transmission (CVT) 16. That is, as shown in FIG15(C), a power transmission system 82 can be used in which the output path 35 of the CVT 16 is connected to the front wheel (wheel) 83 and the electric generator MG2 is connected to the rear wheel (wheel) 84. Alternatively, the output path 35 of the CVT 16 can be connected to the rear wheel 84 and the electric generator MG2 can be connected to the front wheel 83.

[0085] This invention is not limited to the embodiments described above, and various modifications can be made without departing from its spirit. In the above description, examples of the first mode include "P2 mode" and "P2+P4 mode," and examples of the second mode include "P4 mode," but these are not limited to; other driving modes can also be used as the first or second mode. Furthermore, in the above description, a torque converter 22 is provided in the powertrain 13, but this is not a limitation; the torque converter 22 can be removed from the powertrain 13. Additionally, in the above description, the electric generator MG2 is connected to the output shaft 32, but this is not a limitation; the electric generator MG2 can be installed in the differential mechanism 33, or it can be connected to the axle 34.

[0086] In the above description, the electric generator MG1 is connected to the input shaft 21 via the chain mechanism 26, but it is not limited to this. The electric generator MG1 can also be connected to the input shaft 21 via a gear set, or the rotor of the electric generator MG1 can be directly connected to the input shaft 21. In addition, in the above description, the main controller 55 functions as a driving control unit, but it is not limited to this. The engine controller 50, motor controller 52, and task controller 51 can also function as driving control units.

[0087] Symbol Explanation

[0088] 10 Vehicle control devices

[0089] 11 hybrid vehicles

[0090] 12 engines

[0091] 16-speed continuously variable transmission

[0092] 18 Input Path

[0093] 31 Output Clutch (Clutch Mechanism)

[0094] 35 Output Path

[0095] 36 wheels

[0096] 55 Main Controller (Driving Control Unit)

[0097] 83 front wheel

[0098] 84 rear wheel (wheel)

[0099] MG1 electric generator (first motor)

[0100] MG2 electric generator (second motor)

[0101] H Minimum Gear Ratio

[0102] L is the maximum gear ratio.

Claims

1. A vehicle control device disposed in a hybrid vehicle, comprising: A continuously variable transmission (CVT) is connected to the engine and a first motor via an input path and to the wheels via an output path. A clutch mechanism is located in the output path; The second motor is connected to the wheel; as well as The driving control unit controls the engine, the first motor, the second motor, the continuously variable transmission, and the clutch mechanism. Among them, as a driving mode, there is a first mode that controls the clutch mechanism to be engaged, the continuously variable transmission (CVT) to be rotated, the first motor to be rotated, and the second motor to be rotated; and a second mode that controls the clutch mechanism to be disengaged, the CVT to be stopped, the engine and the first motor to be stopped, and the second motor to be rotated. Specifically, when the driving mode is switched from the first mode to the second mode, the driving control unit controls the clutch mechanism to be in a released state, and stops the continuously variable transmission (CVT) while maintaining the gear ratio between the minimum and maximum gear ratio; while when the driving mode is switched from the second mode to the first mode, the first motor is controlled to be in a powered operation state and the gear ratio of the CVT is controlled to synchronize the speeds of the input and output sides of the clutch mechanism, and the clutch mechanism is controlled to be in an engaged state.

2. The vehicle control device according to claim 1, wherein, The second motor is connected to the output path between the clutch mechanism and the wheel.

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