Control device for a vehicle

Abstract

The object of the present application is to provide a control device for a vehicle which can achieve a drive demand and suppress a shift shock even when the drive demand changes during a shift of an automatic transmission. The drive demand for the vehicle is achieved using a torque of a first power source and a torque of a second power source. When the drive demand changes during the shift of the automatic transmission, the change in the torque of the first power source at the time of achieving the amount of change in the drive demand is limited compared to a case other than when the drive demand changes during the shift. Thus, when the drive demand changes during the shift, the change in the input torque of the automatic transmission is limited. For example, the change in the input torque of the automatic transmission is suppressed, or the direction of the input torque of the automatic transmission is made less likely to reverse. The shift shock caused by the change in the input torque is suppressed, or the shift shock caused by the reversal of the direction of the input torque is suppressed.

Description

Technical Field

[0001] This invention relates to a control device for a vehicle equipped with a power source and an automatic transmission. Background Technology

[0002] A vehicle control device is known, the vehicle comprising: a first power source; and an automatic transmission disposed on the power transmission path between the first power source and the drive wheels. For example, the control device for a hybrid vehicle described in Patent Document 1 is such a device. Patent Document 1 discloses that, during the transition period of outputting compensating torque in the torque phase of an upshift in the automatic transmission, even if throttle operation is present, the compensating torque is maintained at the same value, thereby suppressing shift shock in the torque phase.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2022-63803 Summary of the Invention

[0004] From the perspective of the overall shift in an automatic transmission, the transition period includes not only a torque phase but also an inertial phase. The technology described in Patent Document 1 does not correspond to throttle operation during the inertial phase. Therefore, from the perspective of the overall shift, there remains a concern that the shift shock may increase if throttle operation is performed during the shift. Alternatively, in the technology described in Patent Document 1, the input torque of the automatic transmission is changed based on throttle operation to achieve acceleration or deceleration requirements. Therefore, the shift shock may increase if throttle operation is performed during the shift.

[0005] The present invention was made against the background described above, and its object is to provide a vehicle control device that can achieve the required drive quantity and suppress shift shock even when the drive quantity changes during automatic transmission shifting.

[0006] The subject of the first invention is that, (a) a control device for a vehicle, the vehicle comprising: a first power source; an automatic transmission disposed on a power transmission path between the first power source and drive wheels; and a second power source connected to the drive wheels powerably without via the automatic transmission, (b) the control device for the vehicle comprising a drive control unit that utilizes the torque of the first power source and the torque of the second power source to achieve a drive demand amount for the vehicle, and (c) when the drive demand amount changes during a shift of the automatic transmission, the drive control unit limits the change in torque of the first power source when the change in the drive demand amount is achieved, compared to cases where the drive demand amount changes during a shift.

[0007] Invention Effects

[0008] According to the first invention, the driving demand of the vehicle is achieved using the torque of a first power source and the torque of a second power source. When the driving demand changes during automatic transmission shifts, the change in torque of the first power source to achieve the change in driving demand is limited compared to situations where the driving demand changes during shifts. Therefore, when the driving demand changes during shifts, the change in the input torque of the automatic transmission is limited. For example, the change in the input torque of the automatic transmission is suppressed, or the direction of the input torque of the automatic transmission is less likely to reverse. Thus, shift shock caused by changes in input torque is suppressed, or shift shock caused by reversal of the direction of input torque is suppressed. Reversal of the direction of the input torque of the automatic transmission has the same meaning as reversal of the power transmission state of the automatic transmission between the driving state and the driven state. Therefore, even when the driving demand changes during automatic transmission shifts, the driving demand can be achieved and shift shock can be suppressed. Attached Figure Description

[0009] Figure 1 This is a diagram illustrating the general structure of a vehicle to which the present invention is applied, and also a diagram illustrating the control functions and main parts of the control system used for various controls in the vehicle.

[0010] Figure 2 It is a flowchart illustrating the main parts of the control operation of the electronic control device, and a flowchart illustrating the control operation used to achieve the drive demand and suppress shift shock even when the drive demand changes during automatic transmission shifts.

[0011] Figure 3 It means that it has been executed. Figure 2 The flowchart shows an example of a timing diagram for the control actions.

[0012] Figure 4 It means that it has been executed. Figure 2 The flowchart shows an example of a timing diagram for the control action, and is related to... Figure 3 Different implementations of timing diagrams.

[0013] Figure 5 This is a diagram illustrating a comparative example of how the torque of the power source changes through normal torque distribution when the drive demand changes during gear shifts in an automatic transmission.

[0014] Figure 6 This is a diagram illustrating a comparative example of how the torque of the power source changes through normal torque distribution when the drive demand changes during gear shifts in an automatic transmission. Figure 5 Different comparative examples. Detailed Implementation

[0015] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0016] [Example 1]

[0017] Figure 1 This is a diagram illustrating the general structure of the vehicle 10 to which the present invention is applied, and also a diagram illustrating the control functions and main parts of the control system used for various controls in the vehicle 10. Figure 1 In this embodiment, vehicle 10 is a hybrid vehicle equipped with engine 12, first electric motor MG1, and second electric motor MG2. Engine 12 and first electric motor MG1 are the first power source SP1 of this invention. Second electric motor MG2 is a power source different from the first power source SP1, and is the second power source SP2 of this invention. Furthermore, vehicle 10 includes drive wheels 14 and a power transmission device 16 disposed on the power transmission path between engine 12 and drive wheels 14.

[0018] Engine 12 is a known internal combustion engine that generates power through the combustion of fuel. Engine 12 controls engine torque Te by means of an engine control device 50 provided with vehicle 10, controlled by an electronic control device 80 described later. Engine control device 50 includes, for example, a fuel injection device (not shown). Engine torque Te is the torque of engine 12.

[0019] The first electric motor MG1 and the second electric motor MG2 are rotating electrical machines, respectively functioning as an electric motor that generates mechanical power from electricity and as a generator that generates electricity from mechanical power, and are thus referred to as motor-generators. The first electric motor MG1 and the second electric motor MG2 are connected to the battery 54 of the vehicle 10 via an inverter 52. The torque of the first electric motor MG1, namely the first electric motor torque Tmg1, is controlled by the inverter 52 controlled by the electronic control device 80 described later. For example, when the first electric motor MG1 rotates in the same direction as the engine 12 during operation, the first electric motor torque Tmg1 is a positive torque on the acceleration side and a negative torque on the deceleration side. Similarly, the second electric motor MG2, which is the torque of the second electric motor MG2, is controlled in the same way as the first electric motor MG1. Unless otherwise specified, "electricity" and "electric energy" have the same meaning. Unless otherwise specified, "driving force," "torque," and "force" also have the same meaning.

[0020] The power transmission device 16 includes a K0 clutch 20, a hydraulic torque converter 22, and an automatic transmission 24 within a non-rotating component, housing 18, mounted on the vehicle body. The K0 clutch 20 is a clutch between the engine 12 and the first electric motor MG1 in the power transmission path between the engine 12 and the drive wheel 14. The K0 clutch 20 is, for example, a hydraulic friction engagement device composed of a multi-plate or single-plate clutch, and control states such as engagement, slippage, and release are switched. The hydraulic torque converter 22 is connected to the engine 12 via the K0 clutch 20. The automatic transmission 24 is connected to the hydraulic torque converter 22 and is located in the power transmission path between the hydraulic torque converter 22 and the drive wheel 14. The automatic transmission 24 is the automatic transmission of the present invention located in the power transmission path between the first power source SP1 and the drive wheel 14.

[0021] The power transmission device 16 includes a drive shaft 26 connected to the transmission output shaft 24o, a differential gear 28 connected to the drive shaft 26, and a pair of drive shafts 30 connected to the differential gear 28. The transmission output shaft 24o is the output rotating component of the automatic transmission 24. Furthermore, the power transmission device 16 includes, within the housing 18, an engine connecting shaft 32 connecting the engine 12 and the K0 clutch 20, and an electric motor connecting shaft 34 connecting the K0 clutch 20 and the torque converter 22. If the power transmission device 16 does not include the K0 clutch 20, it is located on the power transmission path between the first power source SP1 and the drive wheel 14.

[0022] The first electric motor MG1 is connected to the electric motor connecting shaft 34 within the housing 18, enabling power transmission. That is, the first electric motor MG1 is connected to the power transmission path between the engine 12 and the drive wheel 14, and particularly to the power transmission path between the engine 12 and the torque converter 22. The engine 12 is connected to the first electric motor MG1 via the K0 clutch 20. The first electric motor MG1 can also be connected to the torque converter 22 or the automatic transmission 24 without using the K0 clutch 20.

[0023] The second electric motor MG2 is connected to the transmission output shaft 24o within the housing 18. That is, the second electric motor MG2 is connected to the drive wheel 14 without passing through the torque converter 22 or the automatic transmission 24.

[0024] The torque converter 22 is a known fluid transmission device comprising a pump impeller 22p connected to the electric motor connecting shaft 34 and a turbine impeller 22t connected to the transmission input shaft 24i. The transmission input shaft 24i is the input rotating component of the automatic transmission 24. The torque converter 22 is positioned on the power transmission path between the first power source SP1 and the drive wheel 14. The torque converter 22 includes a known locking clutch 36 connecting the pump impeller 22p and the turbine impeller 22t. The locking clutch 36 is, for example, a hydraulic friction engagement device, and control states such as engagement, slip, and release are switched.

[0025] The automatic transmission 24 is, for example, a known planetary gear type stepped transmission having one or more sets of planetary gears (not shown) and an engagement device CB. The engagement device CB is a known hydraulic friction engagement device, which includes multiple engagement mechanisms, such as clutches or brakes. The engagement device CB changes the engagement torque Tcb by means of engagement hydraulic pressure PRcb, thereby switching control states such as engagement, slip, and release. The engagement hydraulic pressure PRcb is a regulated hydraulic pressure supplied from the hydraulic control circuit 38 to the engagement device CB. The engagement torque Tcb is the torque capacity of the engagement device CB.

[0026] The automatic transmission 24 engages any one of multiple gears (gear positions) with different gear ratios (the same meaning applies to gear ratios) γ (=Ni / No) via any engagement in the engagement device CB. "Ni" represents the rotational speed of the transmission input shaft 24i, i.e., the input speed of the automatic transmission 24, or the transmission input speed Ni. "No" represents the rotational speed of the transmission output shaft 24o, i.e., the output speed of the automatic transmission 24, or the transmission output speed No.

[0027] The automatic transmission 24, via the electronic control unit 80 (described later), switches the control state of the engagement device CB based on the driver's (driver's) throttle operation or vehicle speed V, thereby changing the gear position. In the gear shifting operation of the automatic transmission 24, for example, a so-called clutch-clutch shift is performed by releasing the release-side engagement device and engaging the engagement-side engagement device. The release-side engagement device is the engagement device among the engagement devices involved in the gear shift that is set to an engaged state before the automatic transmission 24 shifts gears, and is the release-side engagement device controlled to move from an engaged state to a released state during the gear shift transition of the automatic transmission 24. The engagement-side engagement device is the engagement device among the engagement devices involved in the gear shift that is set to a released state before the automatic transmission 24 shifts gears, and is the engagement-side engagement device controlled to move from a released state to an engaged state during the gear shift transition of the automatic transmission 24.

[0028] The power from the first power source SP1 is transmitted to the drive wheel 14 via the automatic transmission 24. The power from the engine 12 in the first power source SP1 is transmitted to the drive wheel 14 when the K0 clutch 20 is engaged or slipping. The power from the first electric motor MG1 in the first power source SP1 is transmitted to the drive wheel 14 regardless of the control state of the K0 clutch 20. The power from the second electric motor MG2 is transmitted to the drive wheel 14 without passing through the automatic transmission 24. The first power source SP1 is a power source located on the input side of the automatic transmission 24. The second power source SP2 is a power source located on the output side of the automatic transmission 24.

[0029] Vehicle 10 is equipped with a mechanical oil pump 40. The oil pump 40 is connected to a pump impeller 22p and is driven by a first power source SP1 to discharge oil FLD used in the power transmission device 16. The oil FLD discharged by the oil pump 40 is supplied to a hydraulic control circuit 38. The hydraulic control circuit 38 supplies a locking hydraulic PRcb, etc., based on the pressure of the oil FLD discharged by the oil pump 40.

[0030] The vehicle 10 also includes an electronic control device 80 as a controller. The electronic control device 80 is configured, for example, as a so-called microcomputer equipped with a CPU, RAM, ROM, input / output interfaces, etc. The CPU, for example, performs various controls of the vehicle 10 by utilizing the temporary storage function of RAM and processing signals according to a program pre-stored in the ROM. The electronic control device 80 is the control device of this invention.

[0031] The electronic control unit 80 receives various signals based on detection signals detected by various sensors present in the vehicle 10. These sensors include, for example, an engine speed sensor 60, a first electric motor speed sensor 62, a second electric motor speed sensor 64, an input speed sensor 66, an output speed sensor 68, and a throttle opening sensor 70. The various signals include, for example, engine speed Ne, first electric motor speed Nmg1, second electric motor speed Nmg2, transmission input speed Ni, transmission output speed No, and throttle opening θacc.

[0032] Engine speed Ne is the speed of engine 12. First electric motor speed Nmg1 is the speed of first electric motor MG1. Second electric motor speed Nmg2 is the speed of second electric motor MG2. Transmission input speed Ni is the same value as the turbine speed, which is the output speed of torque converter 22. When the lock-up clutch 36 is engaged, the transmission input speed Ni and the first electric motor speed Nmg1 are set to the same value. When both K0 clutch 20 and lock-up clutch 36 are engaged, the transmission input speed Ni and the engine speed Ne are set to the same value. Transmission output speed No is the speed corresponding to vehicle speed V. Throttle opening θacc is a signal indicating the amount of throttle operation by the driver, representing the magnitude of the driver's acceleration or deceleration operation.

[0033] The electronic control unit 80 outputs various command signals to the various devices equipped in the vehicle 10. These devices include, for example, the hydraulic control circuit 38, the engine control unit 50, and the inverter 52. The various command signals include, for example, the engagement hydraulic control command signal Scb, the engine control command signal Se, the first electric motor control command signal Smg1, and the second electric motor control command signal Smg2.

[0034] The electronic control unit 80 includes a drive control unit 82 and a transmission control unit 84 to realize various controls in the vehicle 10.

[0035] The drive control unit 82 calculates the driver's drive demand quantity DEM for the vehicle 10 by applying the throttle opening θacc and vehicle speed V to a drive demand quantity mapping diagram. The drive demand quantity mapping diagram is, for example, a relationship used to derive a pre-set drive demand quantity DEM that has been experimentally or intentionally calculated and stored beforehand. The drive demand quantity DEM can be, for example, the required value of the drive torque Tr in the drive wheel 14 (i.e., required drive torque Trdem), the required value of the drive force Fr in the drive wheel 14 (i.e., required drive force Frdem), etc. The drive demand quantity DEM can also use, for example, the target value of the drive force Fr in the drive wheel 14 (i.e., target drive force Frtgt), the target value of the drive shaft torque Tp (i.e., target drive shaft torque Tptgt), etc. The drive shaft torque Tp is the torque on the transmission output shaft 24o or the drive shaft 26, etc.

[0036] The drive control unit 82 outputs control command signals (Se, Smg1, Smg2) to control the power source SP in order to obtain the power source torque Tsp used to achieve the target drive shaft torque Tptgt. The power source torque Tsp is the torque of the power source SP. The power source SP includes a first power source SP1 (engine 12, first electric motor MG1) and a second power source SP2 (second electric motor MG2). The drive control unit 82 performs torque distribution of the power source SPs so that the total torque of the torque transmitted from the first power source SP1 via the automatic transmission 24 and the torque of the second power source SP2 transmitted to the transmission output shaft 24o is consistent with the target drive shaft torque Tptgt. The drive control unit 82 performs normal torque distribution of the first power source SP1 and the second power source SP2, for example, using a preset normal torque distribution ratio Rdtnml. The normal torque distribution ratio Rdtnml is, for example, set to a torque distribution ratio in which the main body uses the first power source SP1 and the auxiliary body uses the second power source SP2. Thus, the drive control unit 82 utilizes the torque of the first power source SP1 and the torque of the second power source SP2 to achieve the drive demand DEM of the vehicle 10.

[0037] The transmission control unit 84 uses a transmission mapping diagram to determine the gear shift of the automatic transmission 24, and outputs a hydraulic engagement control command signal Scb to execute the transmission shift control of the automatic transmission 24 as needed, thereby forming the determined gear. In the transmission shift control of the automatic transmission 24, the transmission control unit 84 performs, for example, switching the release-side engagement device to a release state and the engagement-side engagement device to an engagement state. The transmission mapping diagram, for example, has a pre-set relationship on a two-dimensional coordinate system with vehicle speed V and throttle opening θacc as variables, for determining the gear shift of the automatic transmission 24. These various transmission lines include, for example, an upshift line for determining upshifts between adjacent gear stages and a downshift line for determining downshifts between adjacent gears. In the transmission mapping diagram, the transmission output speed No can be used instead of vehicle speed V. Furthermore, in the transmission mapping diagram, the required drive torque Trdem, required drive force Frdem, target drive force Frtgt, and target drive shaft torque Tptgt can be used instead of throttle opening θacc. Alternatively, the throttle opening θacc can be included in the drive requirement DEM.

[0038] In the transmission control of the automatic transmission 24, there are various transmission modes (transmission methods), such as power-on upshift, power-on downshift, power-off upshift, and power-off downshift. Power-on shifting is determined, for example, by increasing the throttle opening θacc or by increasing the vehicle speed V while maintaining the throttle open. Power-off shifting is determined, for example, by decreasing the throttle opening θacc or by decreasing the vehicle speed V while maintaining the throttle released. If, during a shift, neither the release-side engagement device nor the engagement-side engagement device generates torque capacity, the transmission input speed Ni will passively increase during power-on shifting. Conversely, during power-off shifting, the transmission input speed Ni will passively decrease. In power-on upshifting or power-off downshifting where the transmission input speed Ni cannot change towards the synchronous speed after the shift, it is preferable to perform the shift by generating torque capacity in the engagement-side engagement device that forms the gear after the shift. On the other hand, in power-off upshifting or power-on downshifting, where the transmission input speed Ni changes towards the synchronous speed after the shift, it is preferable to perform the shift by reducing the torque capacity of the release-side engagement device of the gear before the shift. Therefore, in power-on upshifting and power-off downshifting, the engagement device that constitutes the main body of the shift is an engagement-side engagement device. On the other hand, in power-off upshifting or power-on downshifting, the engagement device that constitutes the main body of the shift is a release-side engagement device. The power-on state has the same meaning as the power transmission state of the automatic transmission 24 being set to the drive state. The power-off state has the same meaning as the power transmission state of the automatic transmission 24 being set to the driven state. The drive state is the state in which the drive wheel 14 rotates due to the torque output from the power source SP. The driven state is the state in which the rotating parts of the power transmission device 16 rotate due to the torque input from the drive wheel 14.

[0039] During gear shifts in the automatic transmission 24, for example, by increasing or decreasing the accelerator pedal, the drive demand quantity (DEM) changes. In this case, to achieve the drive demand quantity (DEM), the power source torque (Tsp) needs to be changed according to the change in the drive demand quantity (DEM).

[0040] Figure 5 This is a diagram illustrating a comparative example where the power source torque Tsp changes through normal torque distribution when the drive demand DEM changes during the shift of the automatic transmission 24. Figure 5 This indicates a situation where the accelerator pedal was pressed more during the power engagement and upshifting of the automatic transmission 24. Figure 5In this context, time point t1c represents the start point of the shift control (hydraulic control) for power engagement and upshifting of the automatic transmission 24. Since it is a power engagement and upshift, the shift is primarily performed using the engagement-side engagement device. To achieve the drive requirement DEM corresponding to the throttle opening θacc, a normal torque distribution is performed between the first power source SP1 and the second power source SP2, based on the normal torque distribution ratio Rdtnml, which uses the first power source SP1 as the main component. When the throttle opening θacc is constant (represented by the double-dotted line), in the inertial phase, a known shift torque reduction control is performed, and the torque of the first power source SP1 is temporarily reduced (refer to time points t2c-t3c). When the throttle opening θacc is depressed (represented by the solid line), in the inertial phase where shift torque reduction control is performed, the torque of the first power source SP1 increases according to the increase in throttle opening θacc (refer to time points t2c-t4c). Furthermore, in the change of the drive demand quantity DEM, the torque of each of the first power source SP1 and the second power source SP2 changes according to the torque distribution ratio Rdtnml under normal conditions. However, in the comparative example represented by the solid line, for convenience, the torque of the second power source SP2 is not increased. As the torque of the first power source SP1 increases, the engagement hydraulic pressure PRcb of the engagement device on the engagement side also increases. Compared with the change of the torque of the first power source SP1, the actual change of the engagement hydraulic pressure PRcb has a response delay. Therefore, when the throttle opening θacc is increased, it is difficult to change gears compared to the constant condition, and the inertial phase period becomes longer. In the comparative example where the change of the drive demand quantity DEM is distributed according to the torque distribution ratio Rdtnml under normal conditions, the response of the drive force Fr to throttle operation becomes slower. Furthermore, at this time, the shift shock is also more likely to worsen (refer to the change in acceleration).

[0041] Therefore, the change in drive demand DEM during gear shifting is primarily achieved by the change in torque of the second power source SP2, while limiting the torque change of the first power source SP1, thereby suppressing the change in input torque Tin of the automatic transmission 24 during gear shifting. The torque change of the second power source SP2 is unaffected by the gear shifting of the automatic transmission 24, thus ensuring the achievement of drive demand DEM and minimizing deterioration in the response of the drive force Fr. Furthermore, since the change in input torque Tin of the automatic transmission 24 during gear shifting is suppressed, gear shift shock is also suppressed.

[0042] When the drive demand quantity DEM changes during the shift of the automatic transmission 24, the drive control unit 82 limits the torque change of the first power source SP1 when the change in drive demand quantity DEM is achieved, compared to cases where the drive demand quantity DEM changes during the shift.

[0043] For example, when the drive demand amount DEM changes during a gear shift in the automatic transmission 24, the drive control unit 82 achieves the change in drive demand amount DEM by reducing the torque change of the first power source SP1 and increasing the torque change of the second power source SP2, compared to situations where the drive demand amount DEM changes during a gear shift. That is, the drive control unit 82 compares the change in drive demand amount DEM during a gear shift with the normal torque distribution ratio Rdtnml, and performs torque distribution according to a torque distribution ratio that reduces the torque change of the first power source SP1 and increases the torque change of the second power source SP2. Reducing the torque change of the first power source SP1 means limiting the torque change of the first power source SP1. For changes in drive demand amount DEM that are not during a gear shift, the normal torque distribution ratio Rdtnml is used.

[0044] Figure 2 It is a flowchart illustrating the main part of the control operation of the electronic control device 80, and a flowchart illustrating the control operation for realizing the drive demand amount DEM and suppressing shift shock even when the drive demand amount DEM changes during the shift of the automatic transmission 24, for example, by repeated execution.

[0045] exist Figure 2 First, in step S10 (hereinafter omitted), corresponding to the function of the transmission control unit 84, it is determined whether it is a shift period of the automatic transmission 24. If the determination in S10 is affirmative, in step S20 (corresponding to the function of the drive control unit 82), it is determined whether the drive demand quantity DEM (e.g., target drive force Frtgt, target drive shaft torque Tptgt) increases or decreases. If the determination in S10 is negative, or if the determination in S20 is negative, in step S30 (corresponding to the function of the drive control unit 82), normal torque distribution using the normal torque distribution ratio Rdtnml is performed. If the determination in S20 is affirmative, in step S40 (corresponding to the function of the drive control unit 82), torque distribution is performed to limit the torque change of the first power source SP1 when the change in the drive demand quantity DEM is realized.

[0046] Figure 3 It means that it has been executed. Figure 2 The flowchart shows an example of a timing diagram for the control actions. Figure 3 This indicates an increase in throttle input during power engagement and upshifting of the automatic transmission 24. Figure 3 In the diagram, time point t1a represents the start point of shift control for power engagement and upshifting of the automatic transmission 24. Normal torque distribution is performed based on the normal torque distribution ratio Rdtnml in a manner that achieves the drive demand quantity DEM corresponding to the throttle opening θacc, etc. The comparative example shown by the dashed line is...Figure 5 The implementation shown by the solid line is the same. In this embodiment shown by the solid line, the torque reduction control during shifting is performed in the inertial phase, and the torque of the first power source SP1 is temporarily reduced, but no change is made corresponding to the increase in throttle opening θacc (refer to the thin solid line at time t2a-t3a). In this embodiment, the torque of the second power source SP2 is increased according to the increase in throttle opening θacc (refer to the thick solid line at time t2a-t4a). As a result, the acceleration response is improved compared to the comparative example (the following of the thin dashed line is improved). Furthermore, since the change in the input torque Tin of the automatic transmission 24 during shifting is suppressed, shifting shock is also suppressed. In this embodiment, after the shifting control ends, the torques of the first power source SP1 and the second power source SP2 are changed in a normal torque distribution manner based on the normal torque distribution ratio Rdtnml (refer to time t4a and later). In this embodiment, the change in drive demand quantity DEM during gear shifting is achieved solely through the torque change of the second power source SP2. The drive control unit 82 can achieve the change in drive demand quantity DEM through the torque change of the second power source SP2 when the drive demand quantity DEM changes during gear shifting of the automatic transmission 24. The response of the drive force Fr is achieved by increasing or decreasing the torque based on the second power source SP2 in response to throttle input or de-input during gear shifting.

[0047] As described above, according to this embodiment, when the drive demand amount DEM changes during the shift of the automatic transmission 24, the torque change of the first power source SP1 is limited when the change in drive demand amount DEM is realized, compared to cases where the drive demand amount DEM changes during the shift. Therefore, when the drive demand amount DEM changes during the shift, the change in the input torque Tin of the automatic transmission 24 is limited. For example, the change in the input torque Tin of the automatic transmission 24 is suppressed. Therefore, shift shock caused by the change in input torque Tin is suppressed. Therefore, even when the drive demand amount DEM changes during the shift of the automatic transmission 24, the drive demand amount DEM can be realized and shift shock can be suppressed.

[0048] Furthermore, according to this embodiment, when the drive demand quantity DEM changes during gear shifting, compared to cases where the drive demand quantity DEM changes during gear shifting, the change in the drive demand quantity DEM is achieved by decreasing the torque change of the first power source SP1 and increasing the torque change of the second power source SP2. Therefore, when the drive demand quantity DEM changes during gear shifting, the change in the input torque Tin of the automatic transmission 24 is appropriately suppressed, thereby appropriately suppressing gear shift shock. Furthermore, the increase or decrease in the drive force Fr accompanying throttle operation during gear shifting is easily transmitted without relying on the engagement hydraulic pressure PRcb of the automatic transmission 24 during gear shifting, thus improving drivability. In other words, the response to the drive force Fr during throttle operation can be improved.

[0049] Furthermore, according to this embodiment, when the drive demand quantity DEM changes during gear shifting, the change in the drive demand quantity DEM is achieved through the torque change of the second power source SP2. Therefore, when the drive demand quantity DEM changes during gear shifting, the change in the input torque Tin of the automatic transmission 24 is further suppressed, thereby further suppressing shift shock. Moreover, the increase or decrease in the drive force Fr accompanying throttle operation during gear shifting is transmitted independently of the engagement hydraulic pressure PRcb of the automatic transmission 24 during gear shifting, thus further improving drivability. That is, the response to the drive force Fr during throttle operation is further improved.

[0050] Next, another embodiment of the present invention will be described. Furthermore, in the following description, the same symbols are used to denote common parts of the embodiments, and the description is omitted.

[0051] [Example 2]

[0052] During gear shifts in the automatic transmission 24, if the drive demand DEM changes, for example, by increasing or decreasing the accelerator pedal, the shift shock may worsen, as explained in Example 1 above. In particular, the worsening of shift shock becomes significant when the input torque Tin changes as the power transmission state of the automatic transmission 24 reverses between the driving and driven states.

[0053] Figure 6 This is a diagram illustrating a comparative example where the power source torque Tsp changes through normal torque distribution when the drive demand DEM changes during the shift of the automatic transmission 24. Figure 6 This indicates an increase in throttle input during upshifting when power is cut off from the automatic transmission 24. Figure 6In this context, time point t1d represents the start of the shift control for power cut-off upshifting of the automatic transmission 24. Since it is a power cut-off upshift, the shift is primarily performed using the release-side engagement device. The normal torque distribution between the first power source SP1 and the second power source SP2, based on the normal torque distribution ratio Rdtnml (primarily using the first power source SP1), is performed to achieve the drive demand quantity DEM corresponding to the throttle opening θacc, etc. When the throttle is released, the drive demand quantity DEM is set to a negative value, the torque of the first power source SP1 is set to a negative value, and the vehicle 10 is set to a driven state. For convenience, the torque of the second power source SP2 is set to zero. During the constant time of the throttle opening θacc, represented by the double-dotted line, the power transmission state of the automatic transmission 24 remains in a driven state, and the shift is primarily performed using the release-side engagement device (refer to time points t1d-t4d). When the throttle opening θacc (represented by the solid line) is depressed, the torque of the first power source SP1 increases, thus changing the power transmission state of the automatic transmission 24 from a driven state to a driven state. Therefore, in the inertial phase, the shift changes from a shift primarily based on the release-side engagement device to a shift primarily based on the engagement-side engagement device (refer to time points t2d-t3d). That is, in order to shift gears to cope with the increase in input torque Tin based on throttle operation, the engagement hydraulic pressure PRcb of the engagement-side engagement device increases sharply. Therefore, the acceleration during shifting increases sharply, and the shift shock worsens. In the shift control of the automatic transmission 24, the operation method of switching the engagement hydraulic pressure PRcb is based on the orientation of the input torque Tin (driven state, driven state). Switching the operation method during the shift transition is not easy in principle and may worsen the shift shock. The operation method of the engagement hydraulic pressure PRcb is a method of shifting gears primarily based on either the engagement-side engagement device or the release-side engagement device.

[0054] Therefore, when the drive demand DEM changes during gear shifting, the torque of the first power source SP1 is allowed to change within a range where the orientation of the input torque Tin is not switched, and this change in the drive demand DEM is achieved together with the torque change of the second power source SP2. Thus, by limiting the torque change of the first power source SP1, switching of the orientation of the input torque Tin during gear shifting is prevented. Because switching of the orientation of the input torque Tin during gear shifting is prevented, gear shift shock is suppressed.

[0055] Thus, when the drive demand quantity DEM changes during the shift of the automatic transmission 24, the drive control unit 82 limits the torque change of the first power source SP1 when the change in drive demand quantity DEM is achieved, compared to cases where the drive demand quantity DEM changes during the shift.

[0056] For example, when the drive demand quantity DEM changes during a gear shift in the automatic transmission 24, the drive control unit 82 distributes the torque of the first power source SP1 and the second power source SP2 within a range that does not reverse the power transmission state of the automatic transmission 24 during the gear shift between the driving state and the driven state. That is, when the drive control unit 82 performs a throttle operation that switches the direction of the input torque Tin during a gear shift, the torque of the first power source SP1 changes only within a range that maintains the original direction of the input torque Tin, and further increases or decreases in the drive demand quantity DEM are achieved by increasing or decreasing the torque of the second power source SP2.

[0057] When the drive demand quantity DEM changes during a gear shift in the automatic transmission 24, if the torque of the first power source SP1 before the change in drive demand quantity DEM is less than a predetermined boundary torque Tlim, and the torque of the first power source SP1 after the change in drive demand quantity DEM does not exceed the predetermined boundary torque Tlim, the drive control unit 82 performs torque distribution between the first power source SP1 and the second power source SP2 to realize the change in drive demand quantity DEM. If the torque of the first power source SP1 before the change in drive demand quantity DEM is greater than or equal to the predetermined boundary torque Tlim, and the torque of the first power source SP1 after the change in drive demand quantity DEM is not less than the predetermined boundary torque Tlim, the drive control unit 82 performs torque distribution between the first power source SP1 and the second power source SP2 to realize the change in drive demand quantity DEM. The predetermined boundary torque Tlim is, for example, a preset threshold used to determine the reversal between the drive state and the driven state of the automatic transmission 24's power transmission state. When downshifting, the power from the first power source SP1 increases the input speed Ni of the transmission, thus performing a gear change. For the rotational speed to increase sufficiently, the torque from the first power source SP1 needs to reach a certain level. That is, when the input torque Tin is at a level where gear changes are not yet occurring, the transmission is considered in a driven state. During downshifting, the specified boundary torque Tlim can be set to a value offset more positively than zero. Similarly, during upshifting, the specified boundary torque Tlim can be set to a value offset more negatively than zero.

[0058] In this embodiment, the same procedure as in Embodiment 1 described above is followed. Figure 2 The flowchart. In particular, in this embodiment, in Figure 2 In S40, the torque variation of the first power source SP1 is limited in such a way that the torque of the first power source SP1 becomes the range that causes the power transmission state of the automatic transmission 24 to reverse between the driving state and the driven state.

[0059] Figure 4 It means that it has been executed. Figure 2 The flowchart shows an example of a timing diagram for the control actions. Figure 4 This indicates an increase in throttle input during acceleration upshifting when power is cut off in automatic transmission 24. Figure 4 In the diagram, time point t1b represents the start point of the shift control for power cut-off and upshifting of the automatic transmission 24. Normal torque distribution is performed based on the normal torque distribution ratio Rdtnml in a manner that achieves the drive demand quantity DEM corresponding to the throttle opening θacc, etc. The comparative example shown by the dashed line is... Figure 6 The implementation shown by the solid line is the same. In this embodiment shown by the solid line, the torque of the first power source SP1 increases only within the range of maintaining the orientation of the input torque Tin as the throttle opening θacc increases (refer to the thin solid line from t2b to t3b). The increase in the drive demand amount DEM, which cannot be achieved by increasing the torque of the first power source SP1, is achieved by increasing the torque of the second power source SP2 (refer to the thick solid line from t2b to t4b). The increase or decrease in the drive demand amount DEM is output by the second power source SP2, maintaining the negative value of the input torque Tin (driven state). The power transmission state of the automatic transmission 24 remains in the driven state, and gear shifting is performed mainly in the state of the release-side engagement device. As a result, the operation of the engagement hydraulic PRcb during the gear shift transition can be minimized, the influence of gear shifting is suppressed, and gear shift shock is suppressed. The second power source SP2 can easily follow the drive demand amount DEM (refer to the change in acceleration).

[0060] As described above, according to this embodiment, when the drive demand amount DEM changes during the shift of the automatic transmission 24, the torque change of the first power source SP1 is limited when the change in drive demand amount DEM is realized, compared to cases where the drive demand amount DEM changes during the shift. Therefore, when the drive demand amount DEM changes during the shift, the change in the input torque Tin of the automatic transmission 24 is limited. For example, the direction of the input torque Tin of the automatic transmission 24 is less likely to reverse. Therefore, shift shock caused by the reversal of the direction of the input torque Tin is suppressed. Thus, even when the drive demand amount DEM changes during the shift of the automatic transmission 24, the drive demand amount DEM can be realized and shift shock can be suppressed.

[0061] Furthermore, according to this embodiment, when the drive demand quantity DEM changes during gear shifting, the torque of the first power source SP1 is distributed between the first power source SP1 and the second power source SP2 within a range that does not reverse the power transmission state of the automatic transmission 24 during gear shifting between the driving state and the driven state, in order to realize the change in the drive demand quantity DEM. Therefore, when the drive demand quantity DEM changes during gear shifting, the direction of the input torque Tin of the automatic transmission 24 is less likely to reverse properly, and gear shift shock is appropriately suppressed.

[0062] Furthermore, according to this embodiment, when the drive requirement quantity DEM changes during a gear shift, if the torque of the first power source SP1 before the change in drive requirement quantity DEM is less than a predetermined boundary torque Tlim, then the torque of the first power source SP1 after the change in drive requirement quantity DEM does not exceed the predetermined boundary torque Tlim, and torque distribution is performed between the first power source SP1 and the second power source SP2 to realize the change in drive requirement quantity DEM. If, during a gear shift, the torque of the first power source SP1 before the change in drive requirement quantity DEM is greater than or equal to the predetermined boundary torque Tlim, then the torque of the first power source SP1 after the change in drive requirement quantity DEM is not less than the predetermined boundary torque Tlim, and torque distribution is performed between the first power source SP1 and the second power source SP2 to realize the change in drive requirement quantity DEM. Therefore, when the drive requirement quantity DEM changes during a gear shift, the direction of the input torque Tin of the automatic transmission 24 is less likely to reverse, thereby further suppressing gear shift shock.

[0063] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is also applicable to other methods.

[0064] For example, in the foregoing embodiments, the automatic transmission 24 may be a known dual-clutch transmission (DCT). Alternatively, the vehicle may be an all-wheel drive vehicle. In this case, for example, the front wheels may be driven by a first power source SP1, and the rear wheels may be driven by a second electric motor MG2. Alternatively, the first power source SP1 may be, for example, only an engine or only an electric motor. In short, the present invention can be applied to any vehicle that includes a first power source SP1, a second power source SP2, and an automatic transmission 24.

[0065] Furthermore, the above description is only one embodiment, and the present invention can be implemented in various ways with modifications and improvements based on the knowledge of those skilled in the art.

[0066] Symbol Explanation

[0067] 10 - Vehicle, 12 - Engine (first power source), 14 - Drive wheel, 24 - Automatic transmission, 80 - Electronic control unit (control unit), 82 - Drive control unit, MG1 - First electric motor (first power source), MG2 - Second electric motor (second power source), SP1 - First power source, SP2 - Second power source.

Claims

1. A control device for a vehicle, the vehicle comprising: a first power source; an automatic transmission disposed in a power transmission path between the first power source and drive wheels; and a second power source connected to the drive wheels powerably without via the automatic transmission, the control device being characterized in that it includes a drive control unit that utilizes the torque of the first power source and the torque of the second power source to achieve a drive demand on the vehicle. When the drive demand changes during the shift of the automatic transmission, the drive control unit limits the torque change of the first power source when the change in the drive demand is achieved, compared to cases where the drive demand changes during the shift.

2. The vehicle control device according to claim 1, characterized in that, When the drive demand changes during the shift of the automatic transmission, the drive control unit achieves the change in the drive demand by decreasing the torque change of the first power source and increasing the torque change of the second power source, compared to situations where the drive demand changes during the shift.

3. The vehicle control device according to claim 2, characterized in that, When the drive demand changes during the shift of the automatic transmission, the drive control unit realizes the change in the drive demand by changing the torque of the second power source.

4. The vehicle control device according to claim 1, characterized in that, When the drive demand changes during the shift of the automatic transmission, the drive control unit distributes the torque of the first power source to the second power source within a range that does not reverse the power transmission state of the automatic transmission between the driving state and the driven state during the shift, in order to realize the change in the drive demand.

5. The vehicle control device according to claim 4, characterized in that, The drive control unit performs the following processing: When the drive requirement changes during the shift of the automatic transmission, if the torque of the first power source before the change in the drive requirement is less than the predetermined boundary torque for determining the reversal between the drive state and the driven state, the torque of the first power source after the change in the drive requirement does not exceed the predetermined boundary torque, and the torque distribution between the first power source and the second power source is performed to realize the change in the drive requirement. When the drive requirement changes during the shift of the automatic transmission, if the torque of the first power source before the change in drive requirement is above the specified boundary torque, and the torque of the first power source after the change in drive requirement is not lower than the specified boundary torque, the torque distribution between the first power source and the second power source is performed to realize the change in drive requirement.

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