Vehicle control devices

Abstract

The present invention provides a vehicle control device that suppresses the occurrence of shocks and appropriately maintains the remaining charge of a power storage device during charging control while the vehicle is running. When the transmission shaft speed is below a predetermined speed and the transmission shaft torque is below a predetermined torque, charging limit control is performed to limit the charging power during charging control. When the transmission shaft speed exceeds the predetermined speed or the transmission shaft torque exceeds the predetermined torque, charging limit control is not performed. This control, which increases the engine torque relative to the required charging power and suppresses the effect of engine torque variability on the transmission shaft torque, can suppress an increase in the engine torque relative to the required driving power and can also suppress the effect of engine torque variability on the transmission shaft torque. Thus, during charging control while the vehicle is running, shocks can be suppressed and the remaining charge of the power storage device can be appropriately maintained.

Description

Technical Field

[0008]

[0001] The present invention relates to a control device for a vehicle having a transmission that transmits the torque of a power source including an engine and an electric motor to drive wheels. Background Art

[0002] A control device for a vehicle having a power source, a transmission, and a power storage device is well known. The power source includes an engine and an electric motor (Japanese: 電動機). The transmission has a transmission shaft that connects the power source in a manner capable of transmitting power, and transmits the torque of the power source input to the transmission shaft to the drive wheels. The power storage device supplies and receives electric power to and from the electric motor. For example, the control device for a hybrid vehicle described in Patent Document 1 is such a device. This Patent Document 1 discloses that: the transmission includes an automatic transmission; for a required value of charging power for charging the power storage device, the power of the engine is used to charge the power storage device within a charging limit value; the charging limit value is set to a smaller value when the gear ratio of the automatic transmission is a high vehicle speed side gear ratio than when it is a low vehicle speed side gear ratio; thereby, it is possible to appropriately maintain the remaining charge amount of the power storage device while suppressing vibrations and abnormal noises generated during driving.

[0003] Prior Art Documents

[0004] [[ID=1�]]Patent Document 1: Japanese Unexamined Patent Application Publication No. 2015 - 9635 Summary of the Invention

[0005] Technical Problem to be Solved by the Invention

[0006] In the case of performing charge control for charging the power storage device during driving in the driving state of the vehicle, it is necessary to increase the torque of the engine corresponding to the torque of the engine for achieving the driving required amount and the amount of charging power. On the other hand, the higher the torque of the engine, the worse the estimation accuracy of the torque of the engine, and the deviation between the actual value and the estimated value of the torque of the engine tends to become larger. Therefore, for example, when controlling the torque of the electric motor according to the estimated value of the torque of the engine, it may be difficult to control the actual value of the torque of the engine to the target value, and impacts are likely to occur.

[0007] The present invention has been completed against the background of the above situation, and an object thereof is to provide a control device for a vehicle that can suppress the generation of impacts and appropriately maintain the remaining charge amount of the power storage device during charge control during driving.

[0008] Technical Solution for Solving the Problem <P

[0009] The gist of a first technical solution is a vehicle control device, comprising: (a) a vehicle including a power source, a transmission, and an electric storage device, the power source including an engine and an electric motor, the transmission having a transmission shaft connected to the power source in a power-transmitting manner, the torque of the power source input to the transmission shaft being transmitted to drive wheels, the electric storage device supplying and receiving electric power to and from the electric motor, the control device including: (b) a power source control unit that, while the vehicle is traveling in a driven state, performs charging control for increasing the torque of the engine by the torque of the engine to achieve a required driving amount, so as to achieve a required value of charging power for charging the electric storage device by power generation by the electric motor; and (c) a charge limiting control unit that performs charge limiting control for limiting the charging power in the charging control when the rotation speed of the transmission shaft is equal to or less than a predetermined rotation speed and the transmission shaft torque is equal to or less than a predetermined torque, and does not perform the charge limiting control when the rotation speed of the transmission shaft exceeds the predetermined rotation speed or the transmission shaft torque exceeds the predetermined torque, the transmission shaft torque being the torque on the transmission shaft transmitted to the drive wheels, of the torque of the power source.

[0010] Furthermore, a second technical solution is the vehicle control device according to the first technical solution, wherein the charge limit control unit performs the charge limit control when the vehicle speed is below a predetermined speed, and does not perform the charge limit control when the vehicle speed exceeds the predetermined speed.

[0011] According to a third aspect, in the vehicle control device according to the second aspect, when the charge limit control unit performs the charge limit control, the lower the vehicle speed, the higher the value of at least one of the predetermined rotational speed and the predetermined torque.

[0012] In addition, the fourth technical solution is that in the vehicle control device described in the second technical solution or the third technical solution, when the charging restriction control unit performs the charging restriction control, the lower the vehicle speed is, the smaller the upper limit value of the charging power when limiting the charging power is set.

[0013] In addition, the fifth technical solution is that in the control device of the vehicle described in any one of the first to fourth technical solutions, the charging limitation control unit performs the charging limitation control when the speed ratio of the automatic transmission possessed by the transmission device is a predetermined low-speed side speed ratio, and does not perform the charging limitation control when the speed ratio is on the high-speed side compared to the predetermined low-speed side speed ratio.

[0014] In addition, the sixth technical solution is that in the vehicle control device described in the fifth technical solution, when the charging limit control is performed, the lower the speed ratio is, the higher the value of at least one of the predetermined speed and the predetermined torque is set.

[0015] In addition, the seventh technical solution is that in the control device of the vehicle described in the fifth technical solution or the sixth technical solution, when the charging limitation control unit performs the charging limitation control, the lower the speed ratio is on the vehicle speed side, the smaller the upper limit value of the charging power when limiting the charging power is set.

[0016] In addition, the eighth technical solution is that in the control device of the vehicle described in any one of the first to seventh technical solutions, when the charging limitation control unit performs the charging limitation control, the lower the rotational speed of the transmission shaft, the smaller the upper limit value of the charging power when limiting the charging power.

[0017] In addition, the 9th technical solution is that in the control device of the vehicle recorded in any one of the 1st technical solution to the 8th technical solution, when the charging limitation control unit performs the charging limitation control, the lower the transmission shaft torque is, the smaller the upper limit value of the charging power when limiting the charging power is set.

[0018] Effects of the Invention

[0019] According to the first technical solution, when the transmission shaft rotational speed is below a predetermined rotational speed and the transmission shaft torque is below a predetermined torque, the charging power during the charging control is limited. However, when the transmission shaft rotational speed exceeds the predetermined rotational speed or the transmission shaft torque exceeds the predetermined torque, the charging power limitation control is not performed. This suppresses the increase in engine torque relative to the required charging power value and the influence of engine torque variability on the transmission shaft torque. This charging control increases the engine torque relative to the required driving power to achieve the required charging power value for charging the power storage device through electric motor power generation. Consequently, when charging control is performed while the vehicle is traveling, the remaining charge level of the power storage device can be appropriately maintained while suppressing the occurrence of shock.

[0020] Furthermore, according to the second technical solution, the charge restriction control is performed when the vehicle speed is below a predetermined speed, and the charge restriction control is not performed when the vehicle speed exceeds the predetermined speed. Therefore, the charge restriction control is performed in a low vehicle speed range where shock sensitivity is high, and the occurrence of shock is suppressed.

[0021] Furthermore, according to the third technical solution, when charge limit control is performed, at least one of the predetermined rotational speed and the predetermined torque is set to a higher value as the vehicle speed decreases. Therefore, charge limit control is more easily performed at lower vehicle speeds where shock sensitivity is higher.

[0022] In addition, according to the fourth technical solution, when charging restriction control is performed, the lower the vehicle speed, the smaller the upper limit value of the charging power when limiting the charging power is set. Therefore, the increase in the engine torque is more suppressed on the lower vehicle speed side where the impact sensitivity is higher, and the influence of the uneven torque of the engine is more suppressed.

[0023] In addition, according to the fifth technical solution, charging limitation control is performed when the speed ratio of the automatic transmission is a predetermined low-speed side speed ratio, and charging limitation control is not performed when the speed ratio of the automatic transmission is on the high-speed side compared to the predetermined low-speed side speed ratio. Therefore, charging limitation control is performed at the low-speed side speed ratio where the impact sensitivity is high, and the generation of impact is suppressed.

[0024] In addition, according to the sixth technical solution, when charging restriction control is performed, the lower the speed ratio is on the vehicle speed side, the higher the value of at least one of the predetermined speed and the predetermined torque is set. Therefore, the lower the speed ratio is on the vehicle speed side with higher impact sensitivity, the easier it is to perform charging restriction control.

[0025] In addition, according to the seventh technical solution, when charging limitation control is performed, the lower the speed ratio is on the vehicle speed side, the smaller the upper limit value of the charging power when limiting the charging power is set. Therefore, the lower the speed ratio is on the vehicle speed side with higher impact sensitivity, the more the increase in the engine torque is suppressed, and the more the influence of the uneven torque of the engine is suppressed.

[0026] In addition, according to the eighth technical solution, when charging limitation control is performed, the lower the speed of the transmission shaft, the smaller the upper limit value of the charging power when limiting the charging power is set. Therefore, the lower the speed of the transmission shaft at which the engine torque is more likely to increase, the more the increase in the engine torque is suppressed.

[0027] In addition, according to the ninth technical solution, when charging limitation control is performed, the lower the transmission shaft torque is, the smaller the upper limit value of the charging power when limiting the charging power is set. Therefore, the lower the transmission shaft torque is, the more easily affected by the uneven torque of the engine, and the more the influence of the uneven torque of the engine is suppressed. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1The diagrams illustrate a schematic configuration of a vehicle to which the present invention is applied, and also illustrate control functions used for various controls in the vehicle and main parts of the control system.

[0029] Figure 2 1 is a diagram showing an example of an upper limit value map used for setting the upper limit charging power, and is a diagram for explaining an example of an upper limit value map that differs for each vehicle speed range.

[0030] Figure 3 1 is a diagram showing an example of an upper limit value map used for setting the upper limit charging power, and is a diagram for explaining an example of an upper limit value map that differs for each gear position of the automatic transmission.

[0031] Figure 4 This flowchart explains the main part of the control operation of the electronic control device, and is a flowchart explaining the control operation for appropriately maintaining the battery charge level while suppressing the occurrence of shock when performing charging control while the vehicle is traveling.

[0032] Figure 5 This is a diagram illustrating a schematic structure of a vehicle to which the present invention is applied. Figure 1 A diagram of an example of different vehicles. DETAILED DESCRIPTION

[0033] In an embodiment of the present invention, the speed ratio in the automatic transmission is "the speed of the input rotating member / the speed of the output rotating member." The high-side speed ratio of the automatic transmission is a speed ratio at a high vehicle speed, where the speed ratio decreases. The low-side speed ratio of the automatic transmission is a speed ratio at a low vehicle speed, where the speed ratio increases. For example, the lowest-side speed ratio is a lowest-speed speed ratio at the lowest vehicle speed, and is a maximum speed ratio at which the speed ratio reaches its maximum value.

[0034] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0035] [Example]

[0036] Figure 1 This figure is a diagram for explaining the schematic structure of a vehicle 10 to which the present invention is applied, and is a diagram for explaining the control functions and main parts of the control system used for various controls in the vehicle 10. Figure 1 In FIG, the vehicle 10 is a hybrid vehicle including an engine 12 and a motor MG functioning as a power source SP. The vehicle 10 also includes drive wheels 14 and a transmission 16 provided on a transmission path between the engine 12 and the drive wheels 14.

[0037] The engine 12 is a well-known internal combustion engine such as a gasoline engine or a diesel engine. The engine 12 is controlled by an electronic control unit 90 (described later) controlling an engine control unit 50, which includes a throttle actuator, a fuel injection device, an ignition device, and the like, provided in the vehicle 10, thereby controlling the engine torque Te, which is the torque of the engine 12.

[0038] The motor MG is a rotating electrical machine that functions as an electric motor that generates mechanical power from electricity and as a generator that generates electricity from mechanical power. It is a so-called electric generator. The motor MG is connected to a battery 54 included in the vehicle 10 via an inverter 52 included in the vehicle 10. The battery 54 is a storage device that transfers electricity to and from the motor MG. The inverter 52 is controlled by the electronic control unit 90 (described later) to control the motor MG, thereby controlling the MG torque Tm, which is the torque of the motor MG. For example, when the rotation direction of the motor MG is forward rotation, which is the same rotation direction as when the engine 12 is running, the MG torque Tm is a traction torque when it becomes a positive torque on the acceleration side, and a regenerative torque when it becomes a negative torque on the deceleration side. Unless otherwise specified, the meaning of the above-mentioned electric power is the same as that of electric energy. Unless otherwise specified, the meaning of the above-mentioned power is the same as that of driving force, torque, and force.

[0039] The transmission 16 includes a K0 clutch 20, a torque converter 22, an automatic transmission 24, and the like within a housing 18, a non-rotating component mounted on the vehicle body. The K0 clutch 20 is a clutch provided between the engine 12 and the motor MG in the transmission path between the engine 12 and the drive wheels 14. The torque converter 22 is coupled to the engine 12 via the K0 clutch 20. The automatic transmission 24 is coupled to the torque converter 22 and is located in the transmission path between the torque converter 22 and the drive wheels 14. The automatic transmission 24 is a transmission provided between the motor MG and the drive wheels 14 in the transmission path between the engine 12 and the drive wheels 14. Furthermore, the transmission 16 includes a propeller shaft 28 coupled to a transmission output shaft 26, which serves as an output rotating component of the automatic transmission 24; a differential gear 30 coupled to the propeller shaft 28; and a pair of drive shafts 32 coupled to the differential gear 30. The transmission 16 includes an engine connecting shaft 34 connecting the engine 12 and the K0 clutch 20, and a motor connecting shaft 36 connecting the K0 clutch 20 and the torque converter 22. The K0 clutch 20 is provided on the transmission path between the engine 12 and the motor connecting shaft 36.

[0040] The motor MG is connected to the motor connecting shaft 36 within the housing 18 in a power-transmittable manner. Specifically, the motor MG is connected in a power-transmittable manner to the transmission path between the engine 12 and the drive wheels 14, particularly the transmission path between the K0 clutch 20 and the torque converter 22. In other words, the motor MG is connected in a power-transmittable manner to the torque converter 22 and the automatic transmission 24 without passing through the K0 clutch 20.

[0041] The torque converter 22 includes a pump impeller 22a connected to a motor connecting shaft 36 and a turbine impeller 22b connected to a transmission input shaft 38, which serves as the input rotating member of the automatic transmission 24. The torque converter 22 is a fluid-type transmission device that transmits power from a power source SP from the motor connecting shaft 36 to the transmission input shaft 38 via a fluid. The torque converter 22 includes an LU clutch 40, which serves as a direct-connection clutch connecting the pump impeller 22a and the turbine impeller 22b, that is, connecting the motor connecting shaft 36 and the transmission input shaft 38. The LU clutch 40 is a well-known lockup clutch.

[0042] The motor coupling shaft 36 is a transmission shaft that is connected to the motor MG in a power-transmittable manner and is also connected to the engine 12 in a power-transmittable manner via the K0 clutch 20. The transmission input shaft 38 is a transmission shaft that is connected to the motor MG in a power-transmittable manner via the torque converter 22 and is also connected to the engine 12 in a power-transmittable manner via the K0 clutch 20 and the torque converter 22. In other words, the motor coupling shaft 36 and the transmission input shaft 38 each function as a transmission shaft that is connected to the power source SP in a power-transmittable manner.

[0043] The automatic transmission 24 is, for example, a well-known planetary gear automatic transmission equipped with an engagement device CB and one or more planetary gear sets (not shown). The engagement device CB includes, for example, a plurality of hydraulic engagement devices, such as well-known friction engagement devices. The engagement device CB switches between operating states, or control states, such as an engaged state, a slipping state, and a released state by varying the CB torque Tcb, representing the torque capacity, of each engagement device CB using a regulated hydraulic pressure PRcb supplied from a hydraulic control circuit 56 provided in the vehicle 10. The CB hydraulic pressure PRcb is a regulated hydraulic pressure supplied from the hydraulic control circuit 56 provided in the vehicle 10.

[0044] The automatic transmission 24 is a stepped transmission that establishes one of multiple shift speeds (also called gears) with different speed ratios (also called gear ratios) γat (=AT input speed Ni / AT output speed No) by engaging any of the engagement devices CB. The automatic transmission 24 switches gears by switching the control states of the engagement devices CB involved in the shifting of the automatic transmission 24 based on the driver's accelerator operation, vehicle speed V, and other factors. The AT input speed Ni is the speed of the transmission input shaft 38 and is the input speed of the automatic transmission 24. The value of the AT input speed Ni is the same as the turbine speed Nt, which is the output speed of the torque converter 22. The AT input speed Ni can be represented by the turbine speed Nt. The AT output speed No is the speed of the transmission output shaft 26 and is the output speed of the automatic transmission 24.

[0045] The K0 clutch 20 is a hydraulic friction engagement device comprised of, for example, a multi-plate or single-plate clutch, and is a wet or dry clutch. The K0 clutch 20 switches between control states such as an engaged state, a slipping state, and a released state by varying the K0 torque Tk0, which represents the torque capacity of the K0 clutch 20, using the K0 hydraulic pressure PRk0, which is a regulated hydraulic pressure supplied from the hydraulic control circuit 56. The K0 hydraulic pressure PRk0 is a regulated hydraulic pressure supplied from the hydraulic control circuit 56.

[0046] In the vehicle 10, when the K0 clutch 20 is engaged, the engine 12 and the torque converter 22 are connected so that power can be transmitted. On the other hand, when the K0 clutch 20 is released, power transmission between the engine 12 and the torque converter 22 is disconnected. Since the motor MG is connected to the torque converter 22, the K0 clutch 20 functions as a clutch that disconnects and connects the engine 12 and the motor MG.

[0047] In the transmission 16, when the K0 clutch 20 is engaged, the power output from the engine 12 is transmitted from the engine connecting shaft 34 to the drive wheels 14, sequentially through the K0 clutch 20, the motor connecting shaft 36, the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, and the drive shaft 32. Furthermore, regardless of the control state of the K0 clutch 20, the power output from the motor MG is transmitted from the motor connecting shaft 36 to the drive wheels 14, sequentially through the torque converter 22, the automatic transmission 24, the propeller shaft 28, the differential gear 30, and the drive shaft 32. The automatic transmission 24 transmits power source torque Tsp, which is the torque of the power source SP input to the motor connecting shaft 36, to the drive wheels 14. This power source torque Tsp is the sum of the engine torque Te and the MG torque Tm. In this way, the transmission 16 transmits the power source torque Tsp input to the motor connecting shaft 36 and the transmission input shaft 38 to the drive wheels 14.

[0048] The vehicle 10 includes a mechanical oil pump (MOP58), an electric oil pump (EOP60), and a pump motor 62. The MOP58 is coupled to the pump impeller 22a and is driven to rotate by the power source SP, discharging hydraulic oil (OIL) for use in the transmission 16. The pump motor 62 is a motor dedicated to the EOP60, specifically for rotating the EOP60. The EOP60 is driven to rotate by the pump motor 62, discharging hydraulic oil (OIL). The hydraulic oil (OIL) discharged from the MOP58 and EOP60 is supplied to the hydraulic control circuit 56. Based on the hydraulic oil (OIL) discharged from the MOP58 and / or EOP60, the hydraulic control circuit 56 supplies, for example, the CB hydraulic pressure PRcb and the K0 hydraulic pressure PRk0, each of which has been regulated.

[0049] The vehicle 10 further includes an electronic control unit 90, which comprises a control device for the vehicle 10. The electronic control unit 90 is configured, for example, as a so-called microcomputer including a CPU, RAM, ROM, and input / output interfaces. The CPU utilizes the RAM's temporary storage function while performing signal processing according to programs pre-stored in the ROM, thereby executing various controls for the vehicle 10. The electronic control unit 90 is configured to include various computers for engine control, motor control, clutch control, transmission control, and the like, as needed.

[0050] Various signals based on detection values ​​of various sensors included in the vehicle 10 (e.g., the engine speed sensor 70, the turbine speed sensor 72, the output speed sensor 74, the MG speed sensor 76, the accelerator opening sensor 78, the throttle opening sensor 80, the brake switch 82, the battery sensor 84, the oil temperature sensor 86, etc.) are provided to the electronic control unit 90 (e.g., the engine speed Ne, which is the speed of the engine 12; the turbine speed Nt, which is the same as the AT input speed Ni; the AT output speed No, which corresponds to the vehicle speed V; the MG speed Nm, which is the speed of the motor MG; the accelerator opening θacc, which is the amount of driver acceleration operation indicating the magnitude of the driver's acceleration operation; the throttle opening θth, which is the opening of the electronic throttle; a brake ON signal Bon, which is a signal indicating the state of the brake pedal operated by the driver to apply the wheel brakes; the battery temperature THbat of the battery 54; the battery charge and discharge current Ibat; the battery voltage Vbat; the hydraulic oil temperature THoil, which is the temperature of the hydraulic oil OIL in the hydraulic control circuit 56, etc.).

[0051] The electronic control unit 90 calculates the battery charge remaining capacity SOC [%] based on, for example, the battery charge and discharge current Ibat and the battery voltage Vbat. The battery charge remaining capacity SOC is the charge remaining capacity of the battery 54 and is a value indicating the charge state of the battery 54, i.e., the charge state value. The electronic control unit 90 calculates the chargeable power Win [W] and the dischargeable power Wout [W] of the battery 54 based on, for example, the battery temperature THbat and the battery charge remaining capacity SOC. The chargeable power Win of the battery 54 is the maximum power that can be charged by the battery 54, which is determined taking into account the durability of the battery 54, i.e., the maximum power that can be input to the battery 54. The dischargeable power Wout of the battery 54 is the maximum power that can be discharged by the battery 54, which is determined taking into account the durability of the battery 54, i.e., the maximum power that can be output from the battery 54.

[0052] Various command signals (such as the engine control command signal Se for controlling the engine 12, the MG control command signal Sm for controlling the motor MG, the CB hydraulic control command signal Scb for controlling the coupling device CB, the K0 hydraulic control command signal Sk0 for controlling the K0 clutch 20, the LU hydraulic control command signal Slu for controlling the LU clutch 40, the EOP control command signal Seop for controlling the EOP60, etc.) are output from the electronic control unit 90 to each device of the vehicle 10 (such as the engine control unit 50, the converter 52, the hydraulic control circuit 56, the pump motor 62, etc.).

[0053] The electronic control device 90 includes a power source control unit 92 , which is a power source control unit, and a transmission control unit 94 , which is a transmission control unit, in order to realize various controls in the vehicle 10 .

[0054] The power source control unit 92 includes the functions of an engine control unit, namely an engine control unit 92a, which controls the operation of the engine 12, and a motor control unit, namely a motor control unit 92b, which controls the operation of the motor MG via the converter 52. It is a hybrid control unit, namely a hybrid control unit, which executes hybrid drive control realized by the engine 12 and the motor MG through these control functions.

[0055] The power source control unit 92 calculates the driver's drive requirement for the vehicle 10 by, for example, applying the accelerator opening θacc and the vehicle speed V to a drive requirement map. The drive requirement map is a relationship that is experimentally or designed and stored in advance, that is, a predetermined relationship. The drive requirement is, for example, the required drive torque Trdem at the drive wheels 14. In other words, the required drive torque Trdem [Nm] is the required drive power Prdem [W] at the current vehicle speed V. As the drive requirement, the required drive force Frdem [N] at the drive wheels 14, the required automatic transmission output torque at the transmission output shaft 26, etc. may also be used. In the calculation of the drive requirement, the automatic transmission output speed No, etc. may also be used instead of the vehicle speed V.

[0056] The power source control unit 92 calculates the required system shaft torque Tsysdem to achieve the required drive torque Trdem, taking into account transmission losses, the gear ratio γat of the automatic transmission 24, and other factors. The power source control unit 92 outputs an engine control command signal Se for controlling the engine 12 and an MG control command signal Sm for controlling the motor MG to obtain the power source torque Tsp required to achieve the required system shaft torque Tsysdem. The required system shaft torque Tsysdem is the required value of the system shaft torque Tsys. The system shaft torque Tsys is the torque used as the transmission shaft torque, or drive torque Tr, and is the torque on the transmission shaft that is transmitted to the drive wheels 14 within the power source torque Tsp. In this embodiment, the torque on the transmission input shaft 38 is used as the system shaft torque Tsys. The difference between the torque on the transmission input shaft 38 and the torque on the motor connecting shaft 36 is a difference corresponding to the torque ratio of the torque converter 22 (turbine torque / pump torque). Alternatively, the torque on the motor connecting shaft 36 may be used as the system shaft torque Tsys. The torque ratio of the torque converter 22 is a function of the speed ratio of the torque converter 22 (=turbine speed Nt / pump speed), and is calculated by applying the actual speed ratio to the predetermined relationship between the speed ratio and the torque ratio. The pump speed is the same as the MG speed Nm.

[0057] The power source control unit 92 establishes a motor drive mode, i.e., a BEV drive mode, as a drive mode for driving the vehicle 10 when the required system shaft torque Tsysdem is provided only by the output of the motor MG. The BEV drive mode is an electric drive mode that enables motor travel, i.e., electric travel (=BEV travel), when the K0 clutch 20 is released. The motor travel is achieved by using only the motor MG as the power source SP when the engine 12 is stopped. On the other hand, the power source control unit 92 establishes an engine drive mode, i.e., an HEV drive mode, as a drive mode when the required system shaft torque Tsysdem is not provided if at least the output of the engine 12 is not used. The HEV drive mode is a hybrid drive mode that enables engine travel, i.e., hybrid power travel (=HEV travel), when the K0 clutch 20 is engaged. On the other hand, even when the required system shaft torque Tsysdem is provided only by the output of the motor MG, the power source control unit 92 establishes the HEV drive mode as the drive mode when the battery 54 needs to be charged or the engine 12 needs to be warmed up.

[0058] Situations where battery 54 needs to be charged include, for example: maintaining the battery charge remaining SOC at a specified value; the battery charge remaining SOC being lower than a specified range; or the battery charge remaining SOC entering a specified range and charging battery 54 will improve energy efficiency, etc.

[0059] The power source control unit 92 calculates the required charging power Wchgdem, for example, based on the difference between the target and actual battery charge state (SOC). This required charging power Wchgdem is the required value of the charging power Wchg [W] to be charged to the battery 54 by the motor MG. For example, when the battery 54 needs to be charged while the vehicle 10 is traveling in a driving state, the power source control unit 92 performs charging control CTchg to increase the engine torque Te required to achieve the required system shaft torque Tsysdem corresponding to the required drive torque Trdem, so that the required charging power Wchgdem is achieved. When the battery 54 needs to be charged during HEV driving, the engine torque Te increases in accordance with the amount of charge. When the battery 54 needs to be charged during BEV driving, the engine 12 is started, and after the engine 12 generates the system shaft torque Tsys instead of the motor MG, the engine torque Te increases in accordance with the amount of charge. The vehicle 10 is in a driving state in which the drive wheels 14 are rotationally driven by the power source torque Tsp. The driven state of the vehicle 10 is a state in which the power source SP is rotationally driven by the torque input from the drive wheels 14 .

[0060] The transmission control unit 94 uses, for example, a predetermined relationship, such as a shift map, to determine whether to shift the automatic transmission 24. The unit then outputs a CB hydraulic pressure control command signal Scb to the hydraulic control circuit 56, which is used to execute shift control of the automatic transmission 24 as needed, i.e., based on the results of the shift determination. The transmission control unit 94 shifts the automatic transmission 24 by, for example, switching the disengaged engagement device CB to a disengaged state and the engaged engagement device CB to an engaged state during the shift control of the automatic transmission 24. The shift map, for example, includes a predetermined relationship on a two-dimensional coordinate system with vehicle speed V and required drive torque Trdem as variables, indicating shift lines for determining shifts in the automatic transmission 24. In the shift map, the AT output speed No, etc., may be used in place of vehicle speed V. Alternatively, the required drive force Frdem, accelerator opening θacc, throttle opening θth, etc., may be used in place of required drive torque Trdem.

[0061] Here, when the vehicle 10 is in a driving state and is set to an accelerator-off state or a state close to an accelerator-off state, the vehicle 10 switches from the driving state to the driven state to produce a deceleration feeling. When the vehicle 10 switches from the driving state to the driven state, looseness between the rotating parts in the transmission device 16, for example, gear shock caused by the reversal of the direction in which the backlash of the gears is filled, occurs. Therefore, sometimes a so-called throttle-off shock, which is a looseness-filling shock, is generated due to the gear shock when the throttle is released (Japanese: チップアウト) when switching from the driving state to the driven state. In response to this, the power source control unit 92 mitigates the change in the system shaft torque Tsys in accordance with the throttle-off of the vehicle 10 so as to suppress the throttle-off shock.

[0062] However, when charging control CTchg is performed while the vehicle 10 is driving, the engine torque Te increases in proportion to the charge level. In regions where the engine torque Te is high, the calculation accuracy of the estimated engine torque Tee, which is an estimated value of the engine torque Te, tends to deteriorate. Specifically, in regions where the engine torque Te is high, the deviation between the estimated engine torque Tee and the actual engine torque Ter, which is the actual value of the engine torque Te, tends to increase. On the other hand, if the accelerator is set to off while the vehicle 10 is driving, for example, while charging control CTchg is performed, the MG torque Tm is controlled to match the decrease in the estimated engine torque Tee, causing the vehicle 10 to switch from the driving state to the driven state. When the system shaft torque Tsys is gently varied by controlling the MG torque Tm in response to an accelerator release, if the calculation accuracy of the estimated engine torque Tee is poor, the system shaft torque Tsys may not smoothly pass through the zero value. In other words, the actual engine torque Ter may not adequately generate the MG torque Tm needed to compensate for the slack during an accelerator release. This may result in failure to appropriately achieve the pedal-out shock suppression effect achieved by the MG torque Tm. The estimated engine torque Tee is calculated, for example, by applying the engine speed Ne and the throttle opening θth to a predetermined engine torque map.

[0063] When charging control CTchg is performed while the vehicle 10 is in a driven state, high engine torque Te is required to achieve engine power Pe, the power of the engine 12 required to achieve the required charging power Wchgdem, when the engine speed Ne is low. Specifically, when charging control CTchg is performed, engine torque Te tends to become high in the low engine speed Ne range. Therefore, it is difficult to suppress the accelerator pedal-off shock in the low engine speed Ne range when charging control CTchg is performed. Since the K0 clutch 20 is engaged during HEV driving, the engine speed Ne and the MG speed Nm are the same value. Furthermore, the difference between the MG speed Nm and the turbine speed Nt is a difference corresponding to the speed ratio of the torque converter 22. Alternatively, both the MG speed Nm and the turbine speed Nt can be set to the system shaft speed Nsys, the speed of the transmission shaft. As described above, it is difficult to suppress the accelerator pedal-off shock in the low system shaft speed Nsys range when charging control CTchg is performed.

[0064] Furthermore, in regions where the required drive torque Trdem (i.e., the system shaft torque Tsys required to achieve the required drive torque Trdem) is low, the impact of the deviation between the actual engine torque Ter and the estimated engine torque Tee tends to be significant. Therefore, when executing charge control CTchg, it is difficult to suppress the accelerator pedal-off shock in regions where the required drive torque Trdem (i.e., the system shaft torque Tsys) is low. Alternatively, from another perspective, the time required to reduce the engine torque Te when the accelerator pedal is released is shortened in regions where the system shaft torque Tsys is low, making it difficult to suppress the accelerator pedal-off shock.

[0065] Therefore, the electronic control unit 90 further includes a charge restriction control unit 96 which is a charge restriction control means.

[0066] When the system shaft speed Nsys is below the predetermined speed Nsysf and the system shaft torque Tsys is below the predetermined torque Tsysf, the charge limit control unit 96 performs charge limit control CTlimchg to limit the charging power Wchg during charge control CTchg. On the other hand, if the system shaft speed Nsys exceeds the predetermined speed Nsysf or the system shaft torque Tsys exceeds the predetermined torque Tsysf, the charge limit control unit 96 does not perform charge limit control CTlimchg. The predetermined speed Nsysf and the predetermined speed Nsysf are predetermined thresholds used to determine the vehicle state during charge control CTchg, which makes it difficult to suppress the accelerator release shock. The system shaft torque Tsys used to determine whether to perform charge limit control CTlimchg can use either the actual value or the required system shaft torque Tsysdem. In this embodiment, the required system shaft torque Tsysdem is used.

[0067] Specifically, the charge limit control unit 96 determines whether the system shaft rotational speed Nsys is less than or equal to a predetermined rotational speed Nsysf. Furthermore, the charge limit control unit 96 determines whether the required system shaft torque Tsysdem is less than or equal to a predetermined torque Tsysf. If the charge limit control unit 96 determines that the system shaft rotational speed Nsys is less than or equal to the predetermined rotational speed Nsysf and that the required system shaft torque Tsysdem is less than or equal to the predetermined torque Tsysf, the charge limit control unit 96 performs charge limit control CTlimchg. If the charge limit control unit 96 determines that the system shaft rotational speed Nsys exceeds the predetermined rotational speed Nsysf or that the required system shaft torque Tsysdem exceeds the predetermined torque Tsysf, the charge limit control unit 96 does not perform charge limit control CTlimchg.

[0068] In low vehicle speed regions, the sensitivity of the pedal-off shock to the calculation error of the estimated engine torque Tee tends to increase. Therefore, the charge limit control unit 96 may also perform charge limit control CTlimchg when the vehicle speed V is in a relatively low vehicle speed region. For example, the charge limit control unit 96 performs charge limit control CTlimchg when the vehicle speed V is below a predetermined vehicle speed Vf. On the other hand, the charge limit control unit 96 does not perform charge limit control CTlimchg when the vehicle speed V exceeds the predetermined vehicle speed Vf. The predetermined vehicle speed Vf is, for example, a predetermined threshold value used to determine whether to execute charge limit control CTlimchg, taking into account the sensitivity of the pedal-off shock.

[0069] When the automatic transmission 24 is in a low-speed gear (low gear), the sensitivity to the pedal-off shock is likely to increase with respect to the calculation error of the estimated engine torque Tee. Therefore, the charge limit control unit 96 may also perform the charge limit control CTlimchg when the automatic transmission 24 is in a low gear. For example, the charge limit control unit 96 performs the charge limit control CTlimchg when the speed ratio γat of the automatic transmission 24 is at a predetermined low-speed speed ratio, i.e., a predetermined low-side speed ratio γatf. On the other hand, the charge limit control unit 96 does not perform the charge limit control CTlimchg when the speed ratio γat is higher than the predetermined low-side speed ratio γatf. The predetermined low-side speed ratio γatf is, for example, a predetermined speed ratio γat that is used to determine whether to execute the charge limit control CTlimchg, taking into account the sensitivity to the pedal-off shock. For example, when the automatic transmission 24 is a transmission with 10 forward speeds, the predetermined low-side speed ratio γatf is the speed ratio γat corresponding to the first speed gear position (1st) to the fourth speed gear position (4th).

[0070] The charge limit control unit 96 performs charge limit control CTlimchg by, for example, setting an upper limit charge power Wchgul, which is the upper limit value of charge power Wchg when limiting charge power Wchg, to suppress charge power Wchg relative to the required charge power Wchgdem so as not to exceed the upper limit charge power Wchgul. Furthermore, if the upper limit charge power Wchgul is equal to or greater than the required charge power Wchgdem, the required charge power Wchgdem can be achieved even when charge limit control CTlimchg is performed.

[0071] The charge restriction control unit 96 sets the upper limit charge power Wchgul by, for example, applying the system shaft rotation speed Nsys and the required system shaft torque Tsysdem to an upper limit value map having a predetermined relationship.

[0072] Figure 2 and Figure 3 Each of them is a diagram showing an example of an upper limit value map used for setting the upper limit charging power Wchgul. Figure 2 This is a diagram for explaining an example of an upper limit value map that differs for each vehicle speed region, that is, each vehicle speed region. Figure 3 This is a diagram for explaining an example of an upper limit value map that differs for each gear position of the automatic transmission 24 . Figure 2 The upper limit mapping and Figure 3 The upper limit value map is, for example, a predetermined relationship in which regions having different values ​​of the upper limit charging power Wchgul are predetermined on a two-dimensional coordinate system having the system shaft rotation speed Nsys and the required system shaft torque Tsysdem as variables.

[0073] exist Figure 2In the figure, "Nsysfa" and "Nsysfb" respectively represent the predetermined rotational speed Nsysf. "Tsysfa" and "Tsysfb" respectively represent the predetermined torque Tsysf. "A1", "A2", "A3", "B1", "B2" and "B3" respectively represent the upper limit charging power Wchgul. The predetermined rotational speed Nsysfa and the predetermined torque Tsysfa shown by the solid line BLa are threshold values ​​when the vehicle speed V is in the low vehicle speed region A. The low vehicle speed region A is, for example, a vehicle speed region where the vehicle speed V exceeds the vehicle speed V1 and is below the vehicle speed V2. The predetermined rotational speed Nsysfb and the predetermined torque Tsysfb shown by the dotted line BLb are threshold values ​​when the vehicle speed V is in the low vehicle speed region B. The low vehicle speed region B is, for example, a vehicle speed region where the vehicle speed V exceeds zero and is below the vehicle speed V1. The upper limit charging power A1, A2, A3 are the upper limit charging power Wchgul when the vehicle speed V is in the low vehicle speed region A. Upper limit charging power A1 is the upper limit charging power Wchgul set in the region where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the solid line La1. Upper limit charging power A2 is the upper limit charging power Wchgul set in the region where the system shaft rotational speed Nsys is high or the required system shaft torque Tsysdem is high, relative to the solid line La1, and in the region where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the solid line La2. Upper limit charging power A3 is the upper limit charging power Wchgul set in the region where the system shaft rotational speed Nsys is high or the required system shaft torque Tsysdem is high, relative to the solid line La2, and in the region where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the solid line BLa. Upper limit charging power B1, B2, and B3 are the upper limit charging power Wchgul set when the vehicle speed V is in the low vehicle speed region B. Upper limit charging power B1 is the upper limit charging power Wchgul set in the region where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the dotted line Lb1. The upper limit charging power B2 is the upper limit charging power Wchgul set relative to the dotted line Lb1 in a region where the system shaft rotational speed Nsys is high or where the required system shaft torque Tsysdem is high, and relative to the dotted line Lb2 in a region where the system shaft rotational speed Nsys is low and where the required system shaft torque Tsysdem is low. The upper limit charging power B3 is the upper limit charging power Wchgul set relative to the dotted line Lb2 in a region where the system shaft rotational speed Nsys is high or where the required system shaft torque Tsysdem is high, and relative to the dotted line BLb in a region where the system shaft rotational speed Nsys is low and where the required system shaft torque Tsysdem is low.

[0074] Both low vehicle speed region A and low vehicle speed region B are low vehicle speed regions where the vehicle speed V is below a predetermined vehicle speed Vf. Therefore, in each of these regions, an upper limit charging power Wchgul is set, and charge limit control CTlimchg is performed. Specifically, in low vehicle speed region A, relative to solid line BLa, in regions where the system shaft rotational speed Nsys is high or where the required system shaft torque Tsysdem is high, the upper limit charging power Wchgul is not set, and charge limit control CTlimchg is not performed. In low vehicle speed region A, relative to solid line BLa, in regions where the system shaft rotational speed Nsys is low and where the required system shaft torque Tsysdem is low, the upper limit charging power Wchgul is set, and charge limit control CTlimchg is performed. In low vehicle speed region B, relative to dashed line BLb, in regions where the system shaft rotational speed Nsys is high or where the required system shaft torque Tsysdem is high, the upper limit charging power Wchgul is not set, and charge limit control CTlimchg is not performed. In the low vehicle speed range B, relative to the dotted line BLb, where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, an upper limit charging power Wchgul is set, and charge limit control CTlimchg is performed. On the other hand, when the vehicle speed V is in the high vehicle speed range exceeding the predetermined vehicle speed Vf, the upper limit charging power Wchgul is not set, and charge limit control CTlimchg is not performed.

[0075] The lower the vehicle speed V, the more sensitive the accelerator release shock is. Therefore, the lower the vehicle speed V, the more charging limit control CTlimchg may be performed, until the system shaft speed Nsys is higher and / or the required system shaft torque Tsysdem is higher. Low vehicle speed region B is a vehicle speed region that is lower than low vehicle speed region A. Therefore, the predetermined rotational speed Nsysfb is set to a value higher than the predetermined rotational speed Nsysfa. The predetermined torque Tsysfb is set to a value higher than the predetermined torque Tsysfa. Thus, when the charging limit control unit 96 performs charging limit control CTlimchg, the lower the vehicle speed V, the higher the value of at least one of the predetermined rotational speed Nsysfb and the predetermined torque Tsysff.

[0076] The lower the system shaft speed Nsys and / or the lower the required system shaft torque Tsysdem, the more difficult it is to suppress the accelerator release shock when releasing the accelerator pedal. Therefore, the lower the system shaft speed Nsys and / or the lower the required system shaft torque Tsysdem, the smaller the upper limit charging power Wchgul may be set. Therefore, in low vehicle speed region A, upper limit charging power A1 is set to a value smaller than upper limit charging power A2, and upper limit charging power A2 is set to a value smaller than upper limit charging power A3. In low vehicle speed region B, upper limit charging power B1 is set to a value smaller than upper limit charging power B2, and upper limit charging power B2 is set to a value smaller than upper limit charging power B3. Thus, in a portion of the region where upper limit charging power A2 is set in low vehicle speed region A, upper limit charging power B1 is set in low vehicle speed region B. In a portion of the region where upper limit charging power A3 is set in low vehicle speed region A, upper limit charging power B2 is set in low vehicle speed region B. In this embodiment, upper limit charging power A1 and upper limit charging power B1 are set to the same value, upper limit charging power A2 and upper limit charging power B2 are set to the same value, and upper limit charging power A3 and upper limit charging power B3 are set to the same value. Therefore, the lower the vehicle speed V, the lower the upper limit charging power Wchgul is set to. Thus, when the charge limit control unit 96 performs charge limit control CTlimchg, the lower the vehicle speed V, the lower the upper limit charging power Wchgul is set to.

[0077] exist Figure 3In the figure, "Nsysfc" and "Nsysfd" respectively represent the predetermined rotational speed Nsysf. "Tsysfc" and "Tsysfd" respectively represent the predetermined torque Tsysf. "C1", "C2", "C3", "D1", "D2" and "D3" respectively represent the upper limit charging power Wchgul. The predetermined rotational speed Nsysfc and the predetermined torque Tsysfc shown by the solid line BLc are threshold values ​​when the gear of the automatic transmission 24 is in the C-th speed gear. The C-th speed gear is, for example, the 2nd speed gear (2nd). The predetermined rotational speed Nsysfd and the predetermined torque Tsysfd shown by the dotted line BLd are threshold values ​​when the gear of the automatic transmission 24 is in the D-th speed gear. The D-th speed gear is, for example, the 1st speed gear (1st). The upper limit charging power C1, C2, and C3 are the upper limit charging power Wchgul when the gear of the automatic transmission 24 is in the C-th speed gear. The upper limit charging power C1 is the upper limit charging power Wchgul set in the region where the system shaft speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the solid line Lc1. The upper limit charging power C2 is the upper limit charging power Wchgul set in the region where the system shaft speed Nsys is high or the required system shaft torque Tsysdem is high, relative to the solid line Lc1, and in the region where the system shaft speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the solid line Lc2. The upper limit charging power C3 is the upper limit charging power Wchgul set in the region where the system shaft speed Nsys is high or the required system shaft torque Tsysdem is high, relative to the solid line Lc2, and in the region where the system shaft speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the solid line BLc. The upper limit charging powers D1, D2, and D3 are the upper limit charging powers Wchgul when the gear position of the automatic transmission 24 is in the D-speed gear position. The upper limit charging power D1 is the upper limit charging power Wchgul set in a region where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the dotted line Ld1. The upper limit charging power D2 is the upper limit charging power Wchgul set in a region where the system shaft rotational speed Nsys is high or the required system shaft torque Tsysdem is high, relative to the dotted line Ld1, and in a region where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the dotted line Ld2. The upper limit charging power D3 is the upper limit charging power Wchgul set in a region where the system shaft rotational speed Nsys is high or the required system shaft torque Tsysdem is high, relative to the dotted line Ld2, and in a region where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, relative to the dotted line BLd.

[0078] The C-th speed gear and the D-th speed gear are both low speed gears in which the speed ratio γat of the automatic transmission 24 reaches a predetermined low-side speed ratio γatf. Therefore, in the C-th speed gear and the D-th speed gear, an upper limit charging power Wchgul is set, and charge limit control CTlimchg is performed. Specifically, in the C-th speed gear, relative to the solid line BLc, in the region where the system shaft rotational speed Nsys is high or where the required system shaft torque Tsysdem is high, the upper limit charging power Wchgul is not set, and charge limit control CTlimchg is not performed. In the C-th speed gear, relative to the solid line BLc, in the region where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, the upper limit charging power Wchgul is set, and charge limit control CTlimchg is performed. In the D-th speed gear, relative to the dashed line BLd, in the region where the system shaft rotational speed Nsys is high or where the required system shaft torque Tsysdem is high, the upper limit charging power Wchgul is not set, and charge limit control CTlimchg is not performed. In the D-th speed gear, relative to the dotted line BLd, in the region where the system shaft rotational speed Nsys is low and the required system shaft torque Tsysdem is low, an upper limit charging power Wchgul is set, and charge limit control CTlimchg is performed. On the other hand, when the speed ratio γat of the automatic transmission 24 is higher than the predetermined low-side speed ratio γatf, in a high-vehicle-speed gear (=high gear), an upper limit charging power Wchgul is not set, and charge limit control CTlimchg is not performed.

[0079] The lower the speed ratio γat of the automatic transmission 24 is (= low side), the more sensitive the accelerator release shock is. Therefore, the lower the speed ratio γat is, the more charging limit control CTlimchg may be performed until the system shaft speed Nsys is higher and / or the required system shaft torque Tsysdem is higher. The D-speed gear is a lower gear than the C-speed gear. Therefore, the predetermined speed Nsysfd is set to a value higher than the predetermined speed Nsysfc. The predetermined torque Tsysfd is set to a value higher than the predetermined torque Tsysfc. In this way, when the charging limit control unit 96 performs the charging limit control CTlimchg, the lower the speed ratio γat is, the higher the value of at least one of the predetermined speed Nsysf and the predetermined torque Tsysf is.

[0080] The lower the system shaft speed Nsys and / or the lower the required system shaft torque Tsysdem, the more difficult it is to suppress the accelerator release shock when releasing the accelerator. Therefore, the lower the system shaft speed Nsys and / or the lower the required system shaft torque Tsysdem, the lower the upper limit charging power Wchgul may be set. Therefore, in the C-th speed gear, the upper limit charging power C1 is set to a value smaller than the upper limit charging power C2, and the upper limit charging power C2 is set to a value smaller than the upper limit charging power C3. In the D-th speed gear, the upper limit charging power D1 is set to a value smaller than the upper limit charging power D2, and the upper limit charging power D2 is set to a value smaller than the upper limit charging power D3. Thus, in a portion of the region where the upper limit charging power C2 is set for the C-th speed gear, the upper limit charging power D1 is set for the D-th speed gear. In a portion of the region where the upper limit charging power C3 is set for the C-th speed gear, the upper limit charging power D2 is set for the D-th speed gear. In this embodiment, the upper limit charging power C1 and the upper limit charging power D1 are set to the same value, the upper limit charging power C2 and the upper limit charging power D2 are set to the same value, and the upper limit charging power C3 and the upper limit charging power D3 are set to the same value. Therefore, the lower the speed ratio γat of the automatic transmission 24 is, the smaller the upper limit charging power Wchgul is set to. Thus, when the charge limit control unit 96 performs charge limit control CTlimchg, the lower the speed ratio γat of the automatic transmission 24 is, the smaller the upper limit charging power Wchgul is set to.

[0081] Reference Figure 2 、 Figure 3 When the charge limit control unit 96 performs the charge limit control CTlimchg, the lower the system shaft rotation speed Nsys is, the smaller the upper limit charge power Wchgul is set to. When the charge limit control unit 96 performs the charge limit control CTlimchg, the lower the required system shaft torque Tsysdem is, the smaller the upper limit charge power Wchgul is set to.

[0082] Figure 4 This flowchart explains the main part of the control operation of the electronic control device 90 , and is a flowchart explaining the control operation for suppressing the occurrence of shock and appropriately maintaining the battery remaining charge SOC when performing charge control CTchg during driving. For example, it is repeatedly executed.

[0083] exist Figure 4, each step of the flowchart corresponds to the function of the charging limit control unit 96. In step (step omitted below) S10, it is determined whether the system shaft speed Nsys is less than the predetermined speed Nsysf. When the judgment of S10 is affirmative, it is determined in S20 whether the required system shaft torque Tsysdem is less than the predetermined torque Tsysf. When the judgment of S20 is affirmative, the charging limit control CTlimchg is performed in S30. For example, the upper limit charging power Wchgul is set, and the charging power Wchg is limited to not exceed the upper limit charging power Wchgul relative to the required charging power Wchgdem. On the other hand, when the judgment of S10 above is negative, or when the judgment of S20 above is negative, the charging limit control CTlimchg is not performed in S40. For example, the charging power Wchg is not limited relative to the required charging power Wchgdem.

[0084] As described above, according to this embodiment, charge limit control CTlimchg is performed when the system shaft speed Nsys is below the predetermined speed Nsysf and the system shaft torque Tsys is below the predetermined torque Tsysf. On the other hand, charge limit control CTlimchg is not performed when the system shaft speed Nsys exceeds the predetermined speed Nsysf or the system shaft torque Tsys exceeds the predetermined torque Tsysf. This suppresses the increase in engine torque Te relative to the required charging power Wchgdem and also reduces the effect of variations in engine torque Te on system shaft torque Tsys. Consequently, when charge control CTchg is performed while the vehicle is traveling, the occurrence of shock can be suppressed and the battery remaining charge SOC can be appropriately maintained.

[0085] Furthermore, according to this embodiment, charge limit control CTlimchg is performed when the vehicle speed V is below a predetermined vehicle speed Vf. On the other hand, charge limit control CTlimchg is not performed when the vehicle speed V exceeds the predetermined vehicle speed Vf. Therefore, charge limit control CTlimchg is performed in a low vehicle speed range where shock sensitivity is high, thereby suppressing the occurrence of shocks.

[0086] Furthermore, according to this embodiment, when the charge limit control CTlimchg is being performed, at least one of the predetermined rotational speed Nsysf and the predetermined torque Tsysf is set to a higher value as the vehicle speed V is lower. Therefore, the charge limit control CTlimchg is more likely to be performed at lower vehicle speeds where the shock sensitivity is higher.

[0087] In addition, according to this embodiment, when the charging limit control CTlimchg is performed, the lower the vehicle speed V, the smaller the upper limit charging power Wchgul is set to. Therefore, the increase in the engine torque Te is more suppressed on the low vehicle speed side where the shock sensitivity is higher, and the influence of the unevenness of the engine torque Te is more suppressed.

[0088] In addition, according to the present embodiment, when the speed ratio γat of the automatic transmission 24 is a predetermined low-side speed ratio γatf, the charge limit control CTlimchg is performed. On the other hand, when the speed ratio γat is on the high side compared to the predetermined low-side speed ratio γatf, the charge limit control CTlimchg is not performed. Therefore, at the low-side speed ratio where the shock sensitivity is high, the charge limit control CTlimchg is performed to suppress the occurrence of shock.

[0089] In addition, according to this embodiment, when the charge limit control CTlimchg is performed, the lower the speed ratio γat is, the higher the value of at least one of the predetermined rotational speed Nsysf and the predetermined torque Tsysf is set. Therefore, the lower the speed ratio is, the higher the shock sensitivity is, and the easier it is to perform the charge limit control CTlimchg.

[0090] In addition, according to this embodiment, when the charging limit control CTlimchg is performed, the lower the speed ratio γat of the automatic transmission 24 is, the smaller the upper limit charging power Wchgul is set to. Therefore, the lower the impact sensitivity is, the more the increase in the engine torque Te is suppressed, and the more the uneven influence of the engine torque Te is suppressed.

[0091] In addition, according to this embodiment, when the charging limit control CTlimchg is performed, the lower the system shaft speed Nsys is, the smaller the upper limit charging power Wchgul is set to. Therefore, the lower the system shaft speed Nsys is, the more likely the engine torque Te is to increase, and the more the increase in the engine torque Te is suppressed.

[0092] In addition, according to this embodiment, when the charging limit control CTlimchg is performed, the lower the system shaft torque Tsys, the smaller the upper limit charging power Wchgul is set to. Therefore, the lower the system shaft torque Tsys, which is easily affected by the unevenness of the engine torque Te, the more the influence of the unevenness of the engine torque Te is suppressed.

[0093] The embodiments of the present invention have been described in detail above based on the accompanying drawings, but the present invention can also be applied to other technical solutions.

[0094] For example, in the above embodiment, even if the vehicle 10 is replaced by Figure 5The present invention can also be applied to the vehicle 100 that does not include the K0 clutch 20 as shown. In the transmission 102 included in the vehicle 100 , the engine 12 is connected to the motor connecting shaft 36 in a power-transmittable manner without the K0 clutch 20 .

[0095] In addition, in the above embodiment, a planetary gear automatic transmission is exemplified as the automatic transmission 24, but the present invention is not limited to this technical solution. For example, the automatic transmission 24 may also be a synchronized meshing parallel two-axis automatic transmission including the well-known DCT (Dual Clutch Transmission), a well-known belt-type continuously variable transmission, etc. Alternatively, the automatic transmission 24 is not necessarily required. In this case, the automatic transmission 24 is not used. Figure 3 As shown, the upper limit value map differs for each gear position of the automatic transmission 24.

[0096] In addition, in the aforementioned embodiment, a torque converter 22 is used as a fluid transmission device, but the present invention is not limited to this technical solution. For example, as a fluid transmission device, other fluid transmission devices such as a fluid coupling that does not have a torque amplification function can also be used instead of the torque converter 22. Alternatively, it is not necessary to have a fluid transmission device, for example, it can be replaced by a clutch for starting. In short, as long as the vehicle has a power source including an engine and a motor, a transmission shaft connected to the power source in a manner capable of transmitting power, a transmission device that transmits the torque of the power source input to the transmission shaft to the drive wheels, and a storage device that transmits power to and from the motor, the present invention can be applied.

[0097] The above-mentioned content is merely one embodiment, and the present invention can be implemented in various technical solutions obtained by adding various changes and improvements based on the knowledge of those skilled in the art.

[0098] [Description of Reference Numerals]

[0099] 10, 100: Vehicle

[0100] 12: Engine

[0101] 14: driving wheel

[0102] 16, 102: Transmission

[0103] 24: Automatic transmission

[0104] 36: Motor connecting shaft (transmission shaft)

[0105] 38: Transmission input shaft (transmission shaft)

[0106] 54: Battery (electricity storage device)

[0107] 90: Electronic control unit (control device)

[0108] 92: Power source control department

[0109] 96: Charging limit control unit

[0110] MG: Motor

[0111] SP: Power Source

Claims

1. A control device for a vehicle, the vehicle comprising a power source, a transmission device, and a power storage device, the power source including an engine and a motor, the transmission device having a transmission shaft coupled to the power source in a power-transmittable manner, the transmission device transmitting torque of the power source input to the transmission shaft to drive wheels, the power storage device transferring electric power to and from the motor, the control device comprising: a power source control unit that performs charging control to increase the torque of the engine by the torque of the engine to achieve a required driving amount while the vehicle is traveling in a driven state, so as to achieve a required value of charging power for charging the power storage device through power generation by the motor; and a charging restriction control unit that performs charging restriction control for restricting the charging power in the charging control when the rotational speed of the transmission shaft is less than or equal to a predetermined rotational speed and the transmission shaft torque is less than or equal to a predetermined torque, and does not perform the charging restriction control when the rotational speed of the transmission shaft exceeds the predetermined rotational speed or the transmission shaft torque exceeds the predetermined torque, the transmission shaft torque being torque on the transmission shaft transmitted to the drive wheels among the torque of the power source, The charge restriction control unit performs the charge restriction control when the vehicle speed is lower than a predetermined vehicle speed, and does not perform the charge restriction control when the vehicle speed exceeds the predetermined vehicle speed. When performing the charge limit control, the charge limit control unit sets at least one of the predetermined rotation speed and the predetermined torque to a higher value as the vehicle speed decreases.

2. The vehicle control device according to claim 1, wherein: When performing the charge restriction control, the charge restriction control unit sets an upper limit value of the charge power when limiting the charge power to a smaller value as the vehicle speed decreases.

3. The vehicle control device according to claim 1 or 2, characterized in that: The charge restriction control unit performs the charge restriction control when the speed ratio of the automatic transmission provided in the transmission device is a predetermined low-vehicle-speed side speed ratio, and does not perform the charge restriction control when the speed ratio is on the high-vehicle-speed side compared to the predetermined low-vehicle-speed side speed ratio.

4. The vehicle control device according to claim 3, characterized in that: When performing the charge limit control, the charge limit control unit sets at least one of the predetermined rotational speed and the predetermined torque to a higher value as the speed ratio is on the lower vehicle speed side.

5. The vehicle control device according to claim 3, characterized in that: When performing the charge limit control, the charge limit control unit sets an upper limit value of the charge power when limiting the charge power to a smaller value as the speed ratio is on the lower vehicle speed side.

6. The vehicle control device according to claim 1 or 2, characterized in that: When the charge limit control unit performs the charge limit control, the upper limit value of the charge power when limiting the charge power is set to a smaller value as the rotation speed of the transmission shaft decreases.

7. The vehicle control device according to claim 1 or 2, characterized in that: When the charge limit control is performed, the charge limit control unit sets the upper limit value of the charge power when limiting the charge power to a smaller value as the transmission shaft torque is lower.

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