vehicle

Abstract

To suppress a feeling of slowness in acceleration caused to a driver.SOLUTION: A drive source and a transmission are controlled so that a shift stage of the transmission is engaged to a target shift stage based on an accelerator operating amount, a vehicular speed and a shift diagram, and that traveling is performed on the basis of requested drive force of a vehicle. In a case where insufficient acceleration is less than given acceleration, where the insufficient acceleration is a shortage in acceleration against vehicular reference acceleration on the assumption that the vehicle travels on a flat road by output drive force based on requested drive force, a shift diagram is set at a first shift diagram, while in a case where the insufficient acceleration is equal to or higher than the given acceleration, the shift diagram is set at a second shift diagram with which a downshift is easier and / or an upshift is less easy than with the first shift diagram.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a vehicle. [Background technology]

[0002] Conventionally, as a technology of this kind, in a vehicle that transmits power from an engine to a driving wheel by changing a gear of a transmission, when upshifting the transmission according to a gear shift map, a maximum driving force of the vehicle that maintains the gear after the upshift at the current vehicle speed is calculated, and a marginal driving force is calculated by subtracting the running resistance of the vehicle at the current vehicle speed from this maximum driving force, and an upshift is performed when this marginal driving force is equal to or greater than a judgment threshold, and an upshift is not performed when the marginal driving force is less than the judgment threshold (for example, see Patent Document 1). In this vehicle, when the marginal driving force in the gear after the upshift of the transmission is small and there is a high possibility of downshifting immediately after the upshift, an upshift is not performed, thereby suppressing busy shifting. On the other hand, when the marginal driving force in the gear after the upshift is sufficiently large, an upshift is performed to reduce fuel consumption. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-111962 A Summary of the Invention [Problem to be solved by the invention]

[0004] In such vehicles, the greater the gradient of the road surface on the uphill side, the smaller the vehicle's acceleration tends to be, which makes the driver feel a sluggish acceleration when he or she depresses the accelerator pedal.

[0005] A main object of the vehicle of the present invention is to suppress the feeling of sluggish acceleration given to the driver. [Means for solving the problem]

[0006] In order to achieve the above-mentioned main object, the vehicle of the present invention employs the following means.

[0007] The vehicle of the present invention comprises: A driving source; a transmission that transmits the power of the drive source to drive wheels while changing the gear ratio; a control unit that controls the drive source and the transmission so that a gear position of the transmission becomes a target gear position based on an accelerator operation amount, a vehicle speed, and a gear shift line, and the vehicle travels based on a required drive force of the vehicle; A vehicle comprising: An acceleration acquisition unit that acquires an acceleration of the vehicle as an acquired acceleration, The control unit is When a deficit acceleration, which is a deficit of the acquired acceleration with respect to a reference acceleration of the vehicle when it is assumed that the vehicle runs on a flat road with an output driving force based on the required driving force, is less than a predetermined acceleration, the shift line is set to a first shift line; When the insufficient acceleration is equal to or greater than the predetermined acceleration, the shift line is set to a second shift line that makes it easier to downshift and / or harder to upshift than the first shift line. The gist of the present invention is as follows.

[0008] In the vehicle of the present invention, the drive source and the transmission are controlled so that the gear of the transmission becomes a target gear based on the accelerator operation amount, the vehicle speed, and the shift line, and the vehicle travels based on the required driving force of the vehicle. In this case, when the insufficient acceleration, which is the insufficient amount of the acquired acceleration with respect to the reference acceleration of the vehicle when the vehicle is assumed to travel on a flat road with the output driving force based on the required driving force, is less than a predetermined acceleration, the shift line is set to the first shift line, and when the insufficient acceleration is equal to or greater than the predetermined acceleration, the shift line is set to the second shift line which makes it easier to downshift and / or harder to upshift than the first shift line. The greater the road surface gradient of the travel road on the uphill side, the smaller the acquired acceleration is likely to be, and therefore the larger the insufficient acceleration is likely to be. Therefore, when the insufficient acceleration is equal to or greater than the predetermined acceleration, the shift line is set to the second shift line, making it easier to downshift the transmission (to make the output driving force of the vehicle easier to increase) or harder to upshift (to make the output driving force of the vehicle harder to decrease), thereby suppressing the driver from feeling sluggish acceleration when the driver depresses the accelerator pedal.

[0009] In the vehicle of the present invention, the vehicle may further include an electric storage device, the driving source having an engine and a motor that exchanges electric power with the electric storage device, and the control unit may control the driving source and the transmission so as to travel based on the required driving force within the range of the allowable output power of the electric storage device, and further, when the acceleration deficiency is equal to or greater than the predetermined acceleration but the allowable output power is greater than the predetermined power, the shift line may be a first shift line.

[0010] In the vehicle of the present invention, the acceleration detection unit may execute any one of the following processes: a process of converting a change amount per unit time of a rotation speed slow change value obtained by applying a first slow change process to the rotation speed of the output shaft of the transmission detected by a rotation speed sensor into the acquired acceleration, a process of calculating a change amount per unit time of a vehicle speed slow change value obtained by applying a second slow change process to the vehicle speed detected by a vehicle speed sensor as the acquired acceleration, and a process of estimating the acquired acceleration by applying a third slow change process to the detection value of the acceleration sensor. The first slow change process, the second slow change process, and the third slow change process are performed to ensure robustness.

[0011] In the vehicle of the present invention, the upshift line of the second shift line may be set on the higher vehicle speed side in at least a portion of the accelerator operation amount range compared to the upshift line of the first shift line, and / or the downshift line of the second shift line may be set on the lower accelerator operation amount side in at least a portion of the vehicle speed range compared to the downshift line of the first shift line. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. [Diagram 2] 10 is a flowchart showing an example of a shift line changing routine executed by the HVECU 70. [Diagram 3] FIG. 2 is an explanatory diagram showing an example of a shift line map when a shift line is a first shift line. [Figure 4] FIG. 11 is an explanatory diagram showing an example of a shift line map when a shift line is a second shift line. [Diagram 5] FIG. 11 is a diagram showing an outline of the configuration of a hybrid vehicle 120 according to a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Next, a mode for carrying out the present invention will be described using examples. EXAMPLES

[0014] 1 is a schematic diagram showing the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 according to the embodiment includes an engine 22, an engine electronic control unit (hereinafter referred to as "engine ECU") 24, a motor 30, an inverter 32, a motor electronic control unit (hereinafter referred to as "motor ECU") 34, a clutch K0, a clutch WSC, a transmission 40, a hydraulic control unit 44, a transmission electronic control unit (hereinafter referred to as "transmission ECU") 46, a battery 50 as an electricity storage device, a battery electronic control unit (hereinafter referred to as "battery ECU") 52, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0015] The engine 22 is configured as an internal combustion engine that outputs power using fuel such as gasoline or diesel from a fuel tank. A crankshaft 23 of the engine 22 is connected to a rotating shaft 31 of a motor 30 via a clutch K0.

[0016] Although not shown, the engine ECU 24 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the engine ECU 24 via an input port. Examples of the signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 23a that detects the rotational position of the crankshaft 23 of the engine 22, a coolant temperature Tw from a water temperature sensor that detects the temperature of the coolant of the engine 22, and an intake air amount Qa from an air flow meter that detects the intake air amount of the engine 22. Various control signals are output from the engine ECU 24 via an output port. Examples of the signals output from the engine ECU 24 include a control signal to a throttle valve, a control signal to a fuel injection valve, and a control signal to an ignition plug. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr of the crankshaft 23 from the crank position sensor 23a.

[0017] The motor 30 is configured as a synchronous generator motor, and has a rotor in which a permanent magnet is embedded, and a stator in which a three-phase coil is wound around the stator core. A rotating shaft 31 to which the rotor of the motor 30 is fixed is connected to the crankshaft 23 of the engine 22 via a clutch K0, and is also connected to an input shaft 41 of the transmission 40 via a clutch WSC. The inverter 32 is used to drive the motor 30, and is connected to a battery 50 via a power line 54. The motor 30 is rotationally driven by switching of a plurality of switching elements of the inverter 32.

[0018] The motor ECU 34 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, not shown. Signals from various sensors are input to the motor ECU 34 via the input ports. Examples of signals input to the motor ECU 34 include a rotational position θm from a rotational position sensor 30a that detects the rotational position of the rotor (rotating shaft 31) of the motor 30, and phase currents Iu and Iv from current sensors that detect currents of each phase of the motor 30. A control signal to the inverter 32 and the like are output from the motor ECU 34 via an output port. The motor ECU 34 is connected to the HVECU 70 via a communication port. The motor ECU 34 calculates the electrical angle θe and the number of rotations Nm of the motor 30 based on the rotational position θm of the rotor (rotating shaft 31) of the motor 30 from the rotational position sensor 30a.

[0019] The clutch K0 is configured, for example, as a hydraulically driven friction clutch, and connects and releases the crankshaft 23 of the engine 22 and the rotating shaft 31 of the motor 30. The clutch WSC is configured, for example, as a hydraulically driven friction clutch, and connects and releases the rotating shaft 31 of the motor 30 and the input shaft 41 of the transmission 40. Both the clutch K0 and the clutch WSC have a hydraulic servo made up of a piston, a plurality of friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, and the like.

[0020] The transmission 40 is configured as a four-speed automatic transmission, and has an input shaft 41, an output shaft 42, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches and brakes). The input shaft 41 is connected to the rotating shaft 31 of the motor 30 via a clutch WSC, and the output shaft 42 is connected to driving wheels 49 via a differential gear 48. Each of the plurality of friction engagement elements has a hydraulic servo constituted by a piston, a plurality of friction engagement plates (friction plates and separator plates), an oil chamber to which hydraulic oil is supplied, and the like. The transmission 40 establishes forward speeds of 1st to 4th speeds and reverse speeds by bringing the plurality of friction engagement elements into an engaged state or a released state, thereby connecting the input shaft 41 and the output shaft 42 (transmitting power between them) and disconnecting the input shaft 41 and the output shaft 42.

[0021] The hydraulic control unit 44 has a valve body in which multiple oil passages are formed, multiple regulator valves, multiple linear solenoid valves, etc. This hydraulic control unit 44 adjusts the hydraulic pressure of the working oil from a mechanical oil pump or an electric oil pump, and supplies it to the clutch K0, the clutch WSC, the multiple friction engagement elements of the transmission 40, etc.

[0022] Although not shown, the transmission ECU 46 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the transmission ECU 46 via the input port. Examples of signals input to the transmission ECU 46 include a rotation speed Ni from a rotation speed sensor 41a that detects the rotation speed of the input shaft 41 of the transmission 40, a rotation speed No from a rotation speed sensor 42a that detects the rotation speed of the output shaft 42 of the transmission 40, and an oil temperature Tho of the hydraulic oil of the hydraulic control unit 44. A control signal to the hydraulic control unit 44 is output from the transmission ECU 46 via an output port. The transmission ECU 46 is connected to the HVECU 70 via a communication port.

[0023] The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the inverter 32 via the power line 54 as described above. The battery ECU 52 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port, although not shown. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include a voltage Vb from a voltage sensor that detects the voltage of the battery 50, a current Ib (positive value when discharging) from a current sensor that detects the current of the battery 50, and a temperature Tb from a temperature sensor that detects the temperature of the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the power storage rate SOC of the battery 50 based on an integrated value of the current Ib of the battery 50 from the current sensor, and calculates the allowable output power Wout of the battery 50 based on the calculated power storage rate SOC and the temperature Tb of the battery 50 from the temperature sensor. The power storage ratio SOC is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50 .

[0024] Although not shown, the HVECU 70 includes a microcomputer having a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. Signals from various sensors are input to the HVECU 70 via the input port. Examples of signals input to the HVECU 70 include a start signal from a start switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of a shift lever 81. Examples of signals input to the HVECU 70 include an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85, and a vehicle speed V from a vehicle speed sensor 87. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 34, the transmission ECU 46, and the battery ECU 52 via the communication port.

[0025] The hybrid vehicle 20 of the embodiment thus configured runs in a hybrid driving (HV driving) mode or an electric driving (EV driving) mode through cooperative control of the HVECU 70, the engine ECU 24, the motor ECU 34, and the transmission ECU 46. The HV driving mode is a driving mode in which the clutches K0 and WSC are engaged and the engine 22 rotates. The EV driving mode is a driving mode in which the clutch K0 is released and the clutch WSC is engaged and the engine 22 does not rotate. The engagement states of the clutches K0 and WSC include not only a fully engaged state but also a slipping engaged state.

[0026] In controlling the transmission 40 in the HV driving mode and the EV driving mode, the HVECU 70 sets a target gear M* of the transmission 40 based on the accelerator opening Acc, the vehicle speed V, and the shift diagram, and transmits the target gear M* to the transmission ECU 46. When the gear M of the transmission 40 matches the target gear M*, the transmission ECU 46 controls the hydraulic control unit 44 so that the gear M is maintained, and when the gear M and the target gear M* differ, the transmission ECU 46 executes shift control (upshift or downshift) to control the hydraulic control unit 44 so that the gear M matches the target gear M*. Details of the shift diagram will be described later.

[0027] In controlling the engine 22 and the motor 30 in the HV driving control, the HVECU 70 first sets a required driving force Fd* required for driving (required for the drive wheels 49) based on the accelerator opening Acc and the vehicle speed V, and sets a required driving force Fi* of the input shaft 41 of the transmission 40 based on the set required driving force Fd*, the gear ratio Gd of the differential gear 48, and the gear stage M (gear ratio Gt) of the transmission 40. Next, the required driving force Fi* is subjected to a slow-change process (smoothing process or rate process) taking into account the responsiveness of the engine 22 to set a target torque Te* of the engine 22, the allowable output power Wout of the battery 50 is divided by the rotation speed Nm of the motor 30 to set an allowable upper limit torque Tmlim of the motor 30, and a provisional torque Tmtmp obtained by subtracting the target torque Te* of the engine 22 from the required driving force Fi* is upper-limit-guarded by the allowable upper limit torque Tmlim to set a torque command Tm* of the motor 30. Then, the engine ECU 24 transmits the target torque Te* of the engine 22 to the engine ECU 24, and transmits the torque command Tm* of the motor 30 to the motor ECU 34. The engine ECU 24 performs operation control of the engine 22 (intake air amount control, fuel injection control, ignition control, etc.) so that the engine 22 is operated at the target torque Te*. The motor ECU 34 performs switching control of multiple switching elements of the inverter 32 so that the motor 30 is driven at the torque command Tm*.

[0028] In controlling the motor 30 in the EV driving mode, the HVECU 70 sets a required driving force Fi* of the input shaft 41 of the transmission 40 in the same manner as in the HV driving mode, sets a torque command Tm* for the motor 30 so that the set required driving force Fi* is output to the input shaft 41 of the transmission 40 within the range of the allowable output power Wout of the battery 50, and transmits the set torque command Tm* to the motor ECU 34. The control of the inverter 32 by the motor ECU 34 has been described above.

[0029] Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when changing the shift line of the transmission 40, will be described. FIG. 2 is a flow chart showing an example of a shift line changing routine executed by the HVECU 70. This routine is executed repeatedly. When starting travel in each trip (when starting repeated execution of this routine), the shift line of the transmission 40 is set to the normal first shift line. FIG. 3 is an explanatory diagram showing an example of a shift line diagram when the shift line is set to the first shift line. In the figure, the solid lines are the shift lines for upshifts (upshift lines), and the dashed lines are the shift lines for downshifts (downshift lines).

[0030] 2 is executed, the HVECU 70 first inputs data such as the allowable output power Wout of the battery 50, the acquired acceleration α of the vehicle, and the output driving force Fd of the vehicle (step S100). Here, the allowable output power Wout of the battery 50 is input by communication from the battery ECU 52. The battery ECU 52 calculates the allowable output power Wout based on the power storage rate SOC and temperature Tb of the battery 50.

[0031] The acquired acceleration α of the vehicle is inputted as a value obtained by an acceleration acquisition routine (not shown) by the HVECU 70. In the acceleration acquisition routine, the HVECU 70 performs a slow-change process (smoothing process or rate process) on the rotation speed No of the output shaft 42 of the transmission 40, which is inputted by communication from the rotation speed sensor 42a via the transmission ECU 46, to calculate a slow-change value of the rotation speed, and converts the amount of change per unit time of the calculated slow-change value of the rotation speed into the acceleration of the vehicle to obtain the acquired acceleration α. ​​The slow-change process is performed to ensure robustness.

[0032] The output driving force Fd of the vehicle is a driving force output to the drive wheels 49, and a value estimated by a driving force estimation routine (not shown) by the HVECU 70 is input. In the driving force estimation routine, the HVECU 70 estimates the output driving force Fd of the vehicle based on the torque Te of the engine 22 input by communication from the engine ECU 24, the torque Tm of the motor 30 input by communication from the motor ECU 34, the gear stage M (gear ratio Gt) of the transmission 40 from the transmission ECU 46, and the gear ratio Gd of the differential gear 48. In the EV driving mode, the engine ECU 24 sets the torque Te of the engine 22 to a value of 0, and in the HV driving mode, estimates the torque Te of the engine 22 by applying response delay compensation such as dead time compensation and first-order lag compensation to the target torque Te* of the engine 22. The motor ECU 34 uses the electrical angle θe of the motor 30 to perform coordinate transformation (three-phase to two-phase transformation) of the U-phase and V-phase currents Iu, Iv into d-axis and q-axis currents Id, Iq, and estimates the torque Tm of the motor 30 based on the d-axis and q-axis currents Id, Iq.

[0033] Next, the reference acceleration αref of the vehicle is estimated based on the output driving force Fd of the vehicle (step S110). Here, the reference acceleration αref of the vehicle is the acceleration of the vehicle when it is assumed that the vehicle runs on a flat road with the output driving force Fd, and can be estimated, for example, by applying the output driving force Fd of the vehicle to a reference acceleration estimation map of the vehicle that is determined in advance by experiment or analysis as the relationship between the output driving force Fd of the vehicle and the reference acceleration αref of the vehicle. The reference acceleration αref of the vehicle is estimated to be larger as the output driving force Fd of the vehicle is larger.

[0034] Next, the acquired acceleration α of the vehicle is subtracted from the reference acceleration αref of the vehicle to calculate the vehicle acceleration deficit αla, which is the deficit of the acquired acceleration α with respect to the reference acceleration αref (step S120). For the same accelerator opening Acc, the greater the road surface gradient of the road on the uphill side, the smaller the acquired acceleration α of the vehicle is likely to be, and the larger the vehicle acceleration deficit αla is likely to be.

[0035] Then, it is determined whether the current shift line of the transmission 40 is the first shift line (normal shift line) (step S130). When it is determined that the current shift line of the transmission 40 is the first shift line, the vehicle's insufficient acceleration αla is compared with a threshold value αlath (step S140). Here, the threshold value αlath is a threshold value used to determine whether the vehicle's insufficient acceleration αla is relatively large or not. When the vehicle's insufficient acceleration αla is less than the threshold value αlath in step S140, the shift line of the transmission 40 is maintained at the first shift line, and this routine ends.

[0036] When the vehicle acceleration deficit αla is equal to or greater than the threshold αlath in step S140, the allowable output power Wout of the battery 50 is compared with a threshold Woutth (step S150). Here, the threshold Woutth is a threshold used to determine whether the allowable output power Wout of the battery 50 is relatively small.

[0037] When the allowable output power Wout of the battery 50 is equal to or less than the threshold value Woutth in step S150, the shift line of the transmission 40 is changed from the first shift line to the second shift line (step S160), and this routine is terminated. FIG. 4 is an explanatory diagram showing an example of a shift line diagram when the shift line is the second shift line. In the figure, the solid lines are upshift lines, and the dashed lines are downshift lines. In addition, in FIG. 4, for comparison, the upshift line and the downshift in the first shift line are illustrated by dotted lines. As shown in the figure, the upshift line of the second shift line is set on the high vehicle speed side in a predetermined region of the accelerator opening Acc (specifically, a region below a predetermined opening) compared to the upshift line of the first shift line. Also, the downshift line of the second shift line is set on the low accelerator opening side in a predetermined region of the vehicle speed V compared to the downshift line of the first shift line. Therefore, when the shift line is the second shift line, the transmission 40 is more likely to downshift and the output drive force Fd of the vehicle is more likely to increase when the driver depresses the accelerator pedal 83 (the accelerator opening Acc increases) than when the shift line is the first shift line. Also, when the vehicle accelerates (the vehicle speed V increases), the transmission 40 is less likely to upshift to the high vehicle speed side and the output drive force Fd of the vehicle is less likely to decrease, and when the driver releases the accelerator pedal 83 (the accelerator opening Acc decreases), the transmission 40 is less likely to upshift and the output drive force Fd of the vehicle is less likely to decrease. This makes it easier to ensure the acceleration performance of the vehicle. Based on this, in the embodiment, the shift line is set to the second shift line when the insufficient acceleration αla of the vehicle is equal to or greater than the threshold αlath and the allowable output power Wout of the battery 50 is equal to or less than the threshold Woutth. As a result, compared to the case where the first shift line is used, it is possible to suppress the driver from feeling a sluggish acceleration when the driver depresses the accelerator pedal 83.

[0038] When the allowable output power Wout of the battery 50 is greater than the threshold value Woutth in step S150, the shift line of the transmission 40 is maintained at the first shift line, and this routine is terminated. When the driver depresses the accelerator pedal 83 to accelerate the vehicle, the acquired value (acquired acceleration α) increases with a delay relative to the actual value (actual acceleration αac) of the acceleration of the vehicle. This is due to a detection delay by the rotation speed sensor 42a, a communication delay between the transmission ECU 46 and the HVECU 70, a calculation delay by the HVECU 70, and the influence of the slow change process. For this reason, the deficient acceleration αla obtained by subtracting the acquired acceleration α from the reference acceleration αref of the vehicle is larger than the actual deficient acceleration αlaac obtained by subtracting the actual acceleration αac from the reference acceleration αref of the vehicle. Therefore, a predetermined event may occur in which the actual deficient acceleration αla is less than the threshold value αlath and the deficient acceleration αla is equal to or greater than the threshold value αlath. In the hybrid vehicle 20, the response of the motor 30 is relatively high (higher than the response of the engine 22), so that the greater the driving torque output from the motor 30, the greater the deviation between the acquired acceleration α and the actual acceleration αac, and the greater the deviation between the acceleration deficit αla and the actual acceleration deficit αlaac, making it easier for a predetermined event to occur. Therefore, if the shift line is changed to the second shift line when the acceleration deficit αla of the vehicle is equal to or greater than the threshold αlath and the allowable output power Wout of the battery 50 is greater than the threshold Woutth, when the driver depresses the accelerator pedal 83, the transmission 40 may downshift or upshift at a timing different from the driver's intention, and the driver may relatively immediately perform a return operation of the accelerator pedal 83, resulting in a decrease in the ride comfort and controllability of the vehicle. Based on this, in the embodiment, when the acceleration deficit αla of the vehicle is equal to or greater than the threshold αlath and the allowable output power Wout of the battery 50 is greater than the threshold Woutth, the shift line is maintained at the first shift line. This prevents the transmission 40 from downshifting or upshifting at a timing different from the driver's intention when the driver depresses the accelerator pedal 83, and prevents the driver from relatively immediately returning the accelerator pedal 83 thereafter, thereby preventing a decrease in the ride comfort and controllability of the vehicle.

[0039] When it is determined in step S130 that the current shift line of the transmission 40 is not the first shift line, i.e., the second shift line, the vehicle's insufficient acceleration αla is compared with a threshold value αlath (step S170), and the allowable output power Wout of the battery 50 is compared with a threshold value Woutth (step S180).

[0040] When the vehicle acceleration deficit αla is equal to or greater than the threshold αlath in step S170 and the allowable output power Wout of the battery 50 is equal to or less than the threshold Woutth in step S180, the shift line of the transmission 40 is maintained at the second shift line, and this routine is terminated.

[0041] When the vehicle acceleration deficit αla is less than the threshold αlath in step S170, or when the allowable output power Wout of the battery 50 is greater than the threshold Woutth in step S180, the shift line of the transmission 40 is changed from the second shift line to the first shift line (step S190), and this routine ends. In this manner, the shift line can be changed from the second shift line to the first shift line.

[0042] In the hybrid vehicle 20 of the embodiment described above, when the vehicle acceleration deficit αla is equal to or greater than the threshold αlath, if the allowable output power Wout of the battery 50 is equal to or less than the threshold Woutth, the shift line of the transmission 40 is set to the second shift line, and if the allowable output power Wout of the battery 50 is greater than the threshold Woutth, the shift line of the transmission 40 is set to the first shift line. As a result, in the former case, it is possible to prevent the driver from feeling sluggish acceleration when the driver depresses the accelerator pedal 83, and in the latter case, it is possible to prevent a decrease in the ride comfort and controllability of the vehicle.

[0043] In the hybrid vehicle 20 of the embodiment, when the vehicle acceleration deficit αla is equal to or greater than the threshold αlath, if the allowable output power Wout of the battery 50 is equal to or less than the threshold Woutth, the shift line of the transmission 40 is set to the second shift line, and if the allowable output power Wout of the battery 50 is greater than the threshold Woutth, the shift line of the transmission 40 is set to the first shift line. However, when the vehicle acceleration deficit αla is equal to or greater than the threshold αlath, the shift line of the transmission 40 may be set to the second shift line regardless of the output limit Wout of the battery 50.

[0044] In the hybrid vehicle 20 of the embodiment, the upshift line of the second shift line is set to be more difficult to upshift than the upshift line of the first shift line, and the downshift line of the second shift line is set to be more easy to downshift than the downshift line of the first shift line. However, the upshift line of the second shift line may be set to be the same as the upshift line of the first shift line, and the downshift line of the second shift line may be set to be more easy to downshift than the downshift line of the first shift line. Also, the upshift line of the second shift line may be set to be more difficult to upshift than the upshift line of the first shift line, and the downshift line of the second shift line may be set to be the same as the downshift line of the first shift line.

[0045] In the hybrid vehicle 20 of the embodiment, the rotation speed No of the output shaft 42 of the transmission 40 detected by the rotation speed sensor 42a is subjected to a slow-change process (smoothing process or rate process) to calculate a rotation speed slow-change value, and the change amount per unit time of the calculated rotation speed slow-change value is converted into the vehicle's acquired acceleration α. ​​However, the vehicle speed V detected by the vehicle speed sensor 87 may be subjected to a slow-change process to calculate a vehicle speed slow-change value, and the change amount per unit time of the calculated vehicle speed slow-change value may be calculated as the vehicle's acquired acceleration α. ​​Also, an acceleration sensor may be provided, and the detected value of the acceleration sensor may be subjected to a slow-change process to estimate the vehicle's acquired acceleration α.

[0046] In the hybrid vehicle 20 of the embodiment, the transmission 40 is configured as a four-speed automatic transmission. However, the transmission 40 may be configured as a three-speed, five-speed, six-speed, or other automatic transmission.

[0047] In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device. However, a capacitor may be used as the power storage device.

[0048] The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 34, the transmission ECU 46, the battery ECU 52, and the HVECU 70. However, at least two of these may be integrated into one unit.

[0049] The hybrid vehicle 20 of the embodiment includes the engine 22, the motor 30, the inverter 32, the clutch K0, the clutch WSC, the transmission 40, the hydraulic control unit 44, and the battery 50. However, as shown in a modified vehicle 120 of FIG. 5, the hybrid vehicle 20 may include a motor 60 and an inverter 62 in addition to the same configuration as the hybrid vehicle 20. The motor 60 has a rotating shaft 61 to which a rotor of the motor 60 is fixed, which is connected to driving wheels 69 via a differential gear 68. The inverter 62 is used to drive the motor 60 and is connected to the power line 54 together with the inverter 32 and the battery 50. In this case, the output driving force Fd of the vehicle is the sum of the driving force output from the engine 22 and the motor 30 to the driving wheels 49 via the transmission 40 and the differential gear 48 and the driving force output from the motor 60 to the driving wheels 69 via the differential gear 68.

[0050] In the embodiment, the hybrid vehicle 20 is configured to have an engine 22 and a motor 30 as drive sources. However, the hybrid vehicle 20 may be configured to have an electric vehicle or a fuel cell vehicle that has only a motor as a drive source without an engine, or may be configured to have a general vehicle that has only an engine as a drive source without a motor.

[0051] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on Means for Solving the Problems will be described below. In the embodiment, the engine 22 corresponds to the "engine", the motor generator 26 corresponds to the "motor", the battery 50 corresponds to the "electricity storage device", the transmission 40 corresponds to the "transmission", and the HVECU 70 corresponds to the "controller".

[0052] The correspondence between the main elements of the Examples and the main elements of the invention described in the Summary of the Problem column does not limit the elements of the invention described in the Summary of the Problem column, since the Examples are examples for specifically explaining the mode for implementing the invention described in the Summary of the Problem column. In other words, the interpretation of the invention described in the Summary of the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Summary of the Problem column.

[0053] Although the form for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the gist of the present invention. [Industrial Applicability]

[0054] The present invention can be used in the vehicle manufacturing industry and the like. [Explanation of symbols]

[0055] 20,120 vehicle, 22 engine, 23 crankshaft, 23a crank position sensor, 24 engine ECU, 26 motor generator, 30,60 motor, 30a rotational position sensor, 31 rotating shaft, 32,62 inverter, 34 motor ECU, 40 transmission, 41 input shaft, 41a rotational speed sensor, 42 output shaft, 42a rotational speed sensor, 44 hydraulic control unit, 46 transmission ECU, 48 differential gear, 49 drive wheel, 50 battery, 52 battery ECU, 54 power line, 70 HVECU, 80 start switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 87 vehicle speed sensor.

Claims

1. A driving source; a transmission that transmits the power of the drive source to drive wheels while changing the gear ratio; a control unit that controls the drive source and the transmission so that a gear position of the transmission becomes a target gear position based on an accelerator operation amount, a vehicle speed, and a gear shift line, and the vehicle travels based on a required drive force of the vehicle; A vehicle comprising: The vehicle acceleration sensor includes: an electric storage device; and an acceleration acquisition unit that acquires an acceleration of the vehicle as an acquired acceleration. the drive source includes an engine and a motor that exchanges electric power with the power storage device; The control unit is When a deficit acceleration, which is a deficit of the acquired acceleration with respect to a reference acceleration of the vehicle when it is assumed that the vehicle runs on a flat road with an output driving force based on the required driving force, is less than a predetermined acceleration, the shift line is set to a first shift line; When the insufficient acceleration is equal to or greater than the predetermined acceleration, the shift line is set to a second shift line that makes it easier to downshift and / or harder to upshift than the first shift line, The control unit is controlling the drive source and the transmission so that the vehicle travels based on the required drive force within a range of an allowable output power of the power storage device; Furthermore, when the acceleration deficit is equal to or greater than the predetermined acceleration but the allowable output power is greater than a predetermined power, the shift line is set to a first shift line, The predetermined power is a threshold value for determining whether or not a predetermined event is likely to occur in which an actual deficient acceleration, which is a deficient amount of the actual acceleration of the vehicle with respect to the reference acceleration, is less than the predetermined acceleration and the deficient acceleration is equal to or greater than the predetermined acceleration. vehicle.

2. 2. The vehicle of claim 1, The acceleration acquisition unit is A process of converting a change amount per unit time of a rotation speed slow change value obtained by performing a first slow change process on the rotation speed of the output shaft of the transmission detected by a rotation speed sensor into the acquired acceleration; A process of calculating, as the acquired acceleration, a change amount per unit time of a vehicle speed slow change value obtained by performing a second slow change process on the vehicle speed detected by the vehicle speed sensor; a process of performing a third slow-change process on a detection value of the acceleration sensor to estimate the acquired acceleration; Execute any of the following: vehicle.

3. 3. A vehicle according to claim 1 or 2, The upshift line of the second shift line is set on the higher vehicle speed side in at least a part of the range of the accelerator operation amount compared to the upshift line of the first shift line, and / or the downshift line of the second shift line is set on the lower accelerator operation amount side in at least a part of the range of the vehicle speed compared to the downshift line of the first shift line. vehicle.

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