Vehicle control device

Abstract

To execute the upshift of a transmission mechanism while suppressing a sense of discomfort given to a driver.SOLUTION: A vehicular control apparatus is applied to a hybrid vehicle including an electric motor and an engine which are coupled to a drive wheel. The vehicular control apparatus includes: a transmission mechanism which is provided between the engine and the drive wheel, and which switches between a plurality of fixed transmission gear ratios to shift gears; and a torque controller which temporarily reduces the torque of the electric motor and the engine when the upshift of the transmission mechanism is executed. Before the upshift of the transmission mechanism is executed, the torque controller reduces a motor torque proportion Ptm occupied in drive wheel torque T2 as compared with the latest proportion (Symbol f1).SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device that is applied to a hybrid vehicle. [Background technology]

[0002] A hybrid vehicle is equipped with a powertrain that includes an engine and an electric motor. This powertrain incorporates a transmission mechanism such as an automatic transmission (see Patent Documents 1 and 2). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2000-166023 [Patent Document 2] Japanese Patent Application Laid-Open No. 2012-91573 Summary of the Invention [Problem to be solved by the invention]

[0004] When upshifting a transmission, engine torque and motor torque are often temporarily reduced to suppress shift shock caused by inertia. However, because the engine and electric motor have different responsiveness, it has been difficult to appropriately control both engine torque and motor torque. In other words, variations occur in the timing at which engine torque and motor torque are reduced, and this variation in the timing of reduction can cause discomfort to the driver.

[0005] An object of the present invention is to execute an upshift of a transmission mechanism while suppressing any sense of discomfort felt by the driver. [Means for solving the problem]

[0006] The present invention In one embodimentThe vehicle control device is applied to a hybrid vehicle having an engine and an electric motor connected to drive wheels. The vehicle control device includes a transmission mechanism provided between the engine and the drive wheels, which switches between multiple fixed gear ratios to change gears, and a torque control unit that temporarily reduces the torque of the electric motor and the engine after an upshift of the transmission mechanism is initiated. Before an upshift of the transmission mechanism is initiated, the torque control unit reduces the torque of the electric motor and increases the torque of the engine, thereby reducing the torque ratio of the electric motor to the drive wheel torque below the most recent ratio. A vehicle control device according to one embodiment of the present invention is a vehicle control device applied to a hybrid vehicle having an engine and an electric motor connected to drive wheels. The vehicle control device includes a transmission mechanism provided between the engine and the drive wheels, which switches between multiple fixed gear ratios to change gears, and a torque control unit that temporarily reduces the torque of the electric motor and the engine after an upshift of the transmission mechanism is initiated. Before an upshift of the transmission mechanism is initiated, the torque control unit reduces the torque of the electric motor and increases the torque of the engine, thereby increasing the ratio of the engine torque to the drive wheel torque from a most recent ratio. [Effects of the Invention]

[0007] According to the present invention, before an upshift of the transmission mechanism is executed, the torque ratio of the electric motor to the drive wheel torque is reduced from the most recent ratio, thereby enabling the upshift of the transmission mechanism to be executed while minimizing any discomfort felt by the driver. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram showing an example of the configuration of a hybrid vehicle to which a vehicle control device according to an embodiment of the present invention is applied; [Figure 2] FIG. 4 is a diagram showing an example of a driving force map used when setting a target driving force. [Figure 3] FIG. 10A is a diagram showing an example of a fixed gear ratio used in a multi-speed mode, and FIG. 10B is a diagram showing an example of a shift pattern used for upshifting in the multi-speed mode. [Figure 4] FIG. 10 is a diagram illustrating an example of an execution state of torque reduction control. [Figure 5] 4 is a timing chart showing an example of an execution state of torque ratio adjustment control. [Figure 6] 10 is a timing chart showing an example of an upshift execution state as a comparative example. [Figure 7]10 is a flowchart showing an example of a procedure for executing torque ratio adjustment control. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

[0010] [Vehicle configuration] Fig. 1 is a diagram showing an example of the configuration of a hybrid vehicle 11 to which a vehicle control device 10 according to one embodiment of the present invention is applied. As shown in Fig. 1, a powertrain 12 mounted on the hybrid vehicle 11 is provided with an engine 13 and a motor generator (electric motor) 14 as power sources. The powertrain 12 also has a continuously variable transmission (transmission mechanism) 17 consisting of a primary pulley 15 and a secondary pulley 16.

[0011] One side of the primary pulley 15 is connected to the engine 13 via an input clutch 18 and a torque converter 19. The other side of the primary pulley 15 is connected to the motor generator 14 via a rotor shaft 20. The secondary pulley 16 is connected to a drive wheel output shaft 22 via an output clutch 21, and the drive wheel output shaft 22 is connected to drive wheels 24 via a differential mechanism 23. In this way, the engine 13 and the motor generator 14 are connected to the drive wheels 24, and the continuously variable transmission 17 is provided between the drive wheels 24 and the engine 13.

[0012] [Control system] 1, the vehicle control device 10 is provided with various controllers 30-34 configured with microcomputers or the like to control the operating state of the powertrain 12. The various controllers 30-34 include an engine controller 30 that controls the engine 13, a mission controller 31 that controls the continuously variable transmission 17 and the like, a motor controller 32 that controls the motor generator 14, a battery controller 33 that controls a battery 35 connected to the motor generator 14, and a main controller 34 that performs overall control of the controllers 30-33. These controllers 30-34 are connected to each other via an in-vehicle network 36 such as a CAN so that they can communicate with each other.

[0013] The main controller 34 outputs control signals to each of the controllers 30 to 33, and controls the engine 13, the motor generator 14, the continuously variable transmission 17, etc. in a coordinated manner. Sensors connected to the main controller 34 include an accelerator sensor 40 that detects the amount of accelerator pedal operation (hereinafter referred to as accelerator opening), and a brake sensor 41 that detects the amount of brake pedal operation. Other sensors connected to the main controller 34 include a vehicle speed sensor 42 that detects the vehicle speed, which is the traveling speed of the vehicle 11, a primary rotation sensor 43 that detects the primary rotation speed, which is the rotation speed of the primary pulley 15, and a secondary rotation sensor 44 that detects the secondary rotation speed, which is the rotation speed of the secondary pulley 16.

[0014] The main controller 34 sets control targets for the engine 13, motor generator 14, etc. based on input information from the various sensors 40-44 and controllers 30-33, and outputs control signals based on these control targets to each of the controllers 30-33. Then, each of the controllers 30-33 controls the engine 13, motor generator 14, continuously variable transmission 17, etc. based on the control signals input from the main controller 34.

[0015] That is, engine controller 30 outputs control signals to injector 50, throttle valve 51, etc., to control the torque of engine 13 (hereinafter referred to as engine torque). Mission controller 31 outputs control signals to valve unit 52 that adjusts the pressure of hydraulic oil, to control the operating states of continuously variable transmission 17, input clutch 18, output clutch 21, torque converter 19, etc. Furthermore, motor controller 32 outputs control signals to inverter 53 that connects motor generator 14 and battery 35, to control the torque of motor generator 14 (hereinafter referred to as motor torque).

[0016] The battery controller 33 also monitors the charging and discharging of the battery 35, and controls a relay (not shown) of the battery 35 as necessary. The battery controller 33 has a function of detecting the SOC of the battery 35 based on the charging and discharging current, terminal voltage, etc. The SOC (State of Charge) of the battery 35 is a ratio indicating the remaining amount of electricity stored in the battery 35, and is the ratio of the amount of electricity stored to the full charge capacity of the battery 35. If the SOC of the battery 35 exceeds a predetermined upper limit, the regenerative operation of the motor generator 14 is limited, whereas if the SOC of the battery 35 is below a predetermined lower limit, the power running operation of the motor generator 14 is limited.

[0017] [Target driving force] The main controller 34 includes a driving force setting unit 60 that sets a target driving force for the hybrid vehicle 11 and a torque setting unit 61 that sets a target torque for the engine 13 and the motor generator 14. The driving force setting unit 60 of the main controller 34 sets the target driving force based on the vehicle speed and the accelerator pedal position. FIG. 2 shows an example of a driving force map used to set the target driving force. As shown in FIG. 2, the driving force map includes characteristic lines L1 to L4 that indicate the target driving force for each accelerator pedal position Acc. That is, when the accelerator pedal position Acc is 0%, the target driving force is set along characteristic line L1, and when the accelerator pedal position Acc is 25%, the target driving force is set along characteristic line L2. Similarly, when the accelerator pedal position Acc is 50%, the target driving force is set along characteristic line L3, and when the accelerator pedal position Acc is 100%, the target driving force is set along characteristic line L4.

[0018] For example, when the accelerator opening Acc is "50%" and the vehicle speed is "Va," the target driving force is set to "Fa." Then, the torque setting unit 61 of the main controller 34 sets target torques for the engine 13 and the motor generator 14 based on the target driving force Fa to control the engine 13 and the motor generator 14 to obtain the target driving force Fa. Once the target torque is set in this manner, the main controller 34 outputs a control signal to the engine controller 30, which then controls the torque of the engine 13 toward the target torque. Similarly, the main controller 34 outputs a control signal to the motor controller 32, which then controls the torque of the motor generator 14 toward the target torque. In this way, the torque setting unit 61 of the main controller 34, the engine controller 30, and the motor controller 32 function as a torque control unit that controls the engine torque and the motor torque. In addition, the driving force map shown in Figure 2 shows four characteristic lines L1 to L4 for ease of explanation, but this is not limited to this, and it goes without saying that five or more characteristic lines may be set in the driving force map.

[0019] [Multi-speed mode] The main controller 34 has a transmission control unit 62 that sets the transmission mode and target transmission ratio of the continuously variable transmission 17. The illustrated hybrid vehicle 11 has, as transmission modes of the continuously variable transmission 17, a continuously variable transmission mode in which the transmission ratio is continuously changed, and a multi-speed transmission mode in which the transmission ratio is changed in stages. This multi-speed transmission mode is a transmission mode that is executed based on the driver's operation of a selector lever, etc. Here, FIG. 3(A) is a diagram showing an example of a fixed transmission ratio used in the multi-speed transmission mode, and FIG. 3(B) is a diagram showing an example of a shift pattern used for upshifting in the multi-speed transmission mode.

[0020] As shown in FIG. 3A, fixed gear ratios R1 to R7 used in the multi-speed mode are set in the gear range partitioned between the maximum gear ratio Low and the minimum gear ratio High. Furthermore, when executing the multi-speed mode, the main controller 34 references the shift pattern in FIG. 3B based on the vehicle speed and target driving force, and selects one of the fixed gear ratios R1 to R7 to be used for gear shift control from this shift pattern. That is, when the vehicle speed or target driving force changes beyond the upshift line shown by the solid line in FIG. 3B, an upshift is performed using one of the fixed gear ratios R1 to R7. For example, when the vehicle speed and target driving force change as indicated by arrow X1 in FIG. 3B, an upshift is performed to switch from fixed gear ratio R3 to fixed gear ratio R4, and an upshift is performed to switch from fixed gear ratio R4 to fixed gear ratio R5, as indicated by arrow X2 in FIG. 3A.

[0021] That is, as shown by symbol a1 in FIG. 3B, when upshift line L34 is crossed, an upshift is performed from fixed gear ratio R3 to fixed gear ratio R4, as shown by symbol b1 in FIG. 3A. Also, as shown by symbol a2 in FIG. 3B, when upshift line L45 is crossed, an upshift is performed from fixed gear ratio R4 to fixed gear ratio R5, as shown by symbol b2 in FIG. 3A. In other words, as shown in FIG. 3A, when the primary rotation speed, i.e., the input rotation speed of the continuously variable transmission 17, reaches a predetermined upshift rotation speed N34, an upshift is performed from fixed gear ratio R3 to fixed gear ratio R4. Also, when the primary rotation speed reaches a predetermined upshift rotation speed N45, an upshift is performed from fixed gear ratio R3 to fixed gear ratio R4. The upshift rotation speeds N34 and N45 shown in FIG. 3A can be calculated based on the shift pattern shown in FIG. 3B. That is, it is possible to calculate the upshift rotation speed for determining the start of an upshift based on driving data such as the target driving force, vehicle speed, and gear ratio.

[0022] [Torque reduction control] As described above, during upshifts in the multi-speed mode, the gear ratio is quickly changed by switching between the fixed gear ratios R1 to R7, resulting in a significantly faster gear change speed than in the continuously variable transmission mode. However, increasing the gear change speed of the continuously variable transmission 17 results in excessive deceleration of the primary pulley 15, etc., which increases the inertial torque acting on the input side of the continuously variable transmission 17 and causes gear change shock. Therefore, when an upshift of the continuously variable transmission 17 is performed, the torque setting unit 61 of the main controller 34 temporarily reduces the engine torque and motor torque to counteract the inertial torque. In other words, the main controller 34 temporarily reduces the transmission input torque T1 in accordance with the timing of the upshift as torque reduction control. The transmission input torque T1 is the torque input to the continuously variable transmission 17 from the engine 13 and the motor generator 14.

[0023] FIG. 4 is a diagram illustrating an example of an execution state of torque reduction control. As shown in FIG. 4, when continuously variable transmission 17 is upshifted in the multi-speed mode, inertia torque Ti is generated on the input side of continuously variable transmission 17. This inertia torque Ti acts in a direction that accelerates primary pulley 15, and therefore causes a temporary increase in drive wheel torque T2 transmitted from continuously variable transmission 17 to drive wheels 24, as indicated by dashed line α in FIG. 4. Such a temporary increase in drive wheel torque T2 causes a shift shock that causes discomfort to the driver. Therefore, main controller 34 performs torque reduction control by temporarily reducing transmission input torque T1 to absorb inertia torque Ti. In this way, by reducing transmission input torque T1 in accordance with the upshift, an excessive increase in drive wheel torque T2 can be suppressed, thereby suppressing the shift shock.

[0024] [Torque ratio adjustment control during upshift (timing chart)] In the torque reduction control described above, the transmission input torque T1 is reduced in accordance with the execution of an upshift. However, this transmission input torque T1 is composed of engine torque and motor torque. However, because the engine 13 and the motor generator 14 have different responsiveness, it has been difficult to appropriately control both the engine torque and the motor torque. In other words, there is variation in the timing at which the engine torque and the motor torque are reduced, and this variation in the timing of the reduction is a factor that causes discomfort to the driver. Therefore, the vehicle control device 10 of this embodiment performs torque ratio adjustment control before executing an upshift, thereby reducing the torque ratio of the motor generator 14 to the drive wheel torque T2 (hereinafter referred to as the motor torque ratio Ptm).

[0025] The torque ratio adjustment control by the vehicle control device 10 will be described below. Fig. 5 is a timing chart showing an example of the execution status of the torque ratio adjustment control. The timing chart shown in Fig. 5 shows the status when an upshift is performed in the multi-speed mode, as indicated by arrows X1 and X2 in Fig. 3. The input rotation speed N1 shown in Fig. 5 is the primary rotation speed, that is, the input rotation speed of the continuously variable transmission 17.

[0026] As shown at time t1 in Figure 5, when the target driving force increases by depressing the accelerator pedal (symbol a1), the transmission input torque T1 input to the continuously variable transmission 17 is increased (symbol b1). In other words, when the target driving force increases by depressing the accelerator pedal (symbol a1), the motor torque Tm and the engine torque Te are increased (symbols c1, d1) so as to increase the transmission input torque T1. Then, based on the target driving force, vehicle speed, gear ratio, etc. during travel, an upshift rotational speed Nup1 is calculated for determining the start of an upshift. Furthermore, a predetermined rotational speed Nx is subtracted from the upshift rotational speed Nup1 to calculate a ratio adjustment rotational speed Nup2 for determining the start of adjustment of the motor torque ratio Ptm.

[0027] As shown at time t2, when input rotation speed N1 reaches ratio adjustment rotation speed Nup2 (symbol e1), motor torque Tm is reduced and engine torque Te is increased (symbols c2, d2) to lower motor torque ratio Ptm below the most recent ratio (symbol f1). Subsequently, as shown at time t3, when input rotation speed N1 reaches upshift rotation speed Nup1 (symbol e2), an upshift of continuously variable transmission 17 is performed (symbol g1), and torque-down control to suppress shift shock is executed (symbol b2). That is, to suppress shift shock during upshifts, motor torque Tm and engine torque Te are temporarily reduced (symbols c3, d3) so as to temporarily reduce transmission input torque T1 (symbol b2).

[0028] In this way, by executing torque reduction control in conjunction with the execution of an upshift (symbol b2), an excessive increase in drive wheel torque T2 can be suppressed (symbol h1), and shift shock associated with an upshift can be suppressed. Furthermore, before an upshift is executed, motor torque Tm is reduced and engine torque Te is increased (symbols c2, d2), thereby lowering the motor torque ratio Ptm of drive wheel torque T2 (symbol f1). As a result, as shown at time t3, the motor torque ratio Ptm can be reduced to near zero (symbol f2) at the timing when the upshift is initiated. In this way, by lowering the motor torque ratio Ptm before an upshift is executed, shock caused by a difference in responsiveness between motor generator 14 and engine 13 can be suppressed.

[0029] That is, when the motor torque Tm and the engine torque Te are reduced by the torque reduction control, the difference in responsiveness between the motor generator 14 and the engine 13 results in variations in the timing at which the engine torque Te and the motor torque Tm are reduced. This variation in the timing at which the engine torque Te and the motor torque Tm are reduced can cause the driver to feel uncomfortable, but by reducing the motor torque ratio Ptm below the most recent ratio before performing an upshift, the discomfort caused by variations in the timing at which the torques Te and Tm are reduced can be suppressed. In other words, because the torque reduction control can be performed almost entirely by adjusting the engine torque Te, the discomfort caused by variations in the timing at which the torques Te and Tm are reduced can be suppressed.

[0030] Moreover, as shown between times t2 and t3 in Figure 5, when the motor torque ratio Ptm is reduced in the torque ratio adjustment control, the engine torque Te is increased to compensate for the decrease in motor torque Tm. This makes it possible to maintain the drive wheel torque T2 almost constant (symbol h2) even when the motor torque ratio Ptm is reduced in the torque ratio adjustment control, and to reduce the motor torque ratio Ptm without causing discomfort to the driver.

[0031] Here, Fig. 6 is a timing chart showing an example of an upshift execution situation as a comparative example. The timing chart shown in Fig. 6 shows a driving situation similar to that shown in Fig. 5. The difference between Fig. 6 and Fig. 5 is the changes in motor torque Tm, engine torque Te, and motor torque ratio Ptm. In Fig. 6, the same parts as in Fig. 5 are assigned the same reference numerals and their description will be omitted.

[0032] In the example shown in Figure 6, an upshift is performed in the multi-speed mode at time t3 (symbol g1) while the motor torque Tm, engine torque Te, and motor torque ratio Ptm are maintained (symbols c10, d10, and f10). When the motor torque ratio Ptm is maintained, that is, when the degree of influence of the motor torque Tm on the torque down control is maintained, there is a risk that the driver may feel uncomfortable due to variations in the timing at which the torques Tm and Te are reduced. In contrast, the vehicle control device 10 of this embodiment reduces the motor torque ratio Ptm before performing an upshift, thereby reducing the degree of influence of the motor torque Tm on the torque down control and suppressing the discomfort caused by variations in the timing at which the torques Te and Tm are reduced.

[0033] [Torque ratio adjustment control during upshift (flowchart)] Next, the torque ratio adjustment control will be described with reference to a flowchart. Fig. 7 is a flowchart showing an example of the procedure for executing the torque ratio adjustment control. The flowchart shown in Fig. 7 illustrates a situation when an upshift is performed using the multi-speed mode, as indicated by arrows X1 and X2 in Fig. 3.

[0034] As shown in FIG. 7, in step S10, a target driving force of the hybrid vehicle 11 is set based on the vehicle speed and accelerator pedal position. In step S11, an upshift rotation speed Nup1 is calculated based on the target driving force, vehicle speed, and gear ratio. In step S12, a ratio adjustment rotation speed Nup2 is calculated by subtracting a predetermined rotation speed Nx from the upshift rotation speed Nup1. Next, in step S13, it is determined whether the input rotation speed N1 is equal to or greater than the ratio adjustment rotation speed Nup2. If it is determined in step S13 that the input rotation speed N1 is lower than the ratio adjustment rotation speed Nup2, the process proceeds to step S10, where the target driving force, upshift rotation speed Nup1, etc. are updated according to the current driving conditions. On the other hand, if it is determined in step S13 that the input rotation speed N1 is equal to or greater than the ratio adjustment rotation speed Nup2, the process proceeds to step S14, where adjustment of the motor torque ratio Ptm is initiated.

[0035] First, in step S14, it is determined whether or not the motor generator 14 is in a motor assist state, in which the motor generator 14 is controlled to a powering state. If it is determined in step S14 that the motor assist state is in effect, that is, if it is determined that the motor torque Tm is being output, the process proceeds to step S15, in which the motor torque Tm is reduced and the engine torque Te is increased, thereby reducing the motor torque ratio Ptm of the driving wheel torque T2. On the other hand, if it is determined in step S14 that the motor assist state is not in effect, the motor torque Tm is not being output, and the process proceeds to step S16 without reducing the motor torque ratio Ptm of the driving wheel torque T2.

[0036] In step S16, it is determined whether the driving situation is such that the target driving force is maintained. If it is determined in step S16 that the target driving force will be changed due to further depression of the accelerator pedal, etc., the process proceeds to step S10, where the target driving force, upshift rotation speed Nup1, etc. are updated. On the other hand, if it is determined in step S16 that the target driving force will be maintained without further depression of the accelerator pedal, etc., the process proceeds to step S17, where it is determined whether the input rotation speed N1 is equal to or greater than the upshift rotation speed Nup1. If it is determined in step S17 that the input rotation speed N1 is equal to or greater than the upshift rotation speed Nup1, the process proceeds to step S18, where an upshift is performed along with torque down control. On the other hand, if it is determined in step S17 that the input rotation speed N1 is lower than the upshift rotation speed Nup1, the process proceeds again to steps S14 and S15, where, if motor assist is in progress, the motor torque ratio Ptm continues to be reduced.

[0037] [summary] As described above, the vehicle control device 10 of this embodiment reduces the motor torque ratio Ptm of the drive wheel torque T2 below the most recent ratio before an upshift of the continuously variable transmission 17 is performed. This reduces the degree of influence of the motor torque Tm on the torque down control, making it possible to suppress any discomfort caused by variations in the timing at which the torques Te and Tm are reduced. Furthermore, in the example shown in FIG. 5, the motor torque Tm is reduced below the most recent torque before an upshift of the continuously variable transmission 17 is performed. This reduces the degree of influence of the motor torque Tm on the torque down control, making it possible to suppress any discomfort caused by variations in the timing at which the torques Te and Tm are reduced.

[0038] In this specification, "reducing the motor torque ratio Ptm to be lower than the most recent ratio before the start of an upshift" means "reducing the motor torque ratio Ptm at time t3 to be lower than the motor torque ratio (most recent ratio) Ptm at time t2 shown in Figure 5." Furthermore, "reducing the motor torque Tm to be lower than the most recent torque before the start of an upshift" means "reducing the motor torque Tm at time t3 to be lower than the motor torque (most recent torque) Tm at time t2 shown in Figure 5."

[0039] Furthermore, since the driving wheel torque T2 is composed of the motor torque Tm and the engine torque Te, reducing the motor torque ratio Ptm in the driving wheel torque T2 means increasing the torque ratio of the engine 13 in the driving wheel torque T2 (hereinafter referred to as the engine torque ratio). In other words, the vehicle control device 10 of this embodiment increases the engine torque ratio in the driving wheel torque T2 to be higher than the most recent ratio before an upshift of the continuously variable transmission 17 is performed. This reduces the degree of influence of the motor torque Tm on the torque down control, and suppresses any discomfort caused by variations in the timing of reduction of the torques Te and Tm. Furthermore, in the example shown in FIG. 5, before an upshift of the continuously variable transmission 17 is performed, the engine torque Te is increased to be higher than the most recent torque. This reduces the degree of influence of the motor torque Tm on the torque down control, and suppresses any discomfort caused by variations in the timing of reduction of the torques Te and Tm.

[0040] In this specification, increasing the engine torque ratio above the most recent ratio before the start of an upshift means reducing the engine torque ratio at time t3 below the engine torque ratio (most recent ratio) at time t2 shown in Figure 5. Increasing the engine torque Te above the most recent torque before the start of an upshift means increasing the engine torque Te at time t3 above the engine torque Te (most recent torque) at time t2 shown in Figure 5.

[0041] The present invention is not limited to the above-described embodiment, and it goes without saying that various modifications are possible without departing from the spirit and scope of the present invention. In the illustrated example, a continuously variable transmission 17 is provided as a transmission mechanism between the engine 13 and the drive wheels 24, but this is not limited thereto, and an automatic transmission such as a planetary gear type may be provided as the transmission mechanism. Furthermore, in the illustrated example, the motor generator 14 is provided on the input side of the continuously variable transmission (transmission mechanism) 17, but this is not limited thereto, and the motor generator 14 may be provided on the output side of the continuously variable transmission (transmission mechanism) 17.

[0042] In the example shown in FIG. 5, the motor torque ratio Ptm is continuously reduced from the time the input rotation speed N1 reaches the ratio adjustment rotation speed Nup2 until it reaches the upshift rotation speed Nup2, that is, from time t2 until time t3. However, this is not limited to this, and the reduction of the motor torque ratio Ptm may be stopped before time t3. Also, in the example shown in FIG. 5, the motor torque ratio Ptm is continuously reduced at a constant reduction rate. However, this is not limited to this, and the motor torque ratio Ptm may be reduced in stages, or the reduction rate of the motor torque ratio Ptm may be varied. Also, in the example shown in FIG. 5, the motor torque Tm is reduced to approximately zero when the input rotation speed N1 reaches the upshift rotation speed Nup2 (time t3). However, this is not limited to this. For example, at time t3 in FIG. 5, the motor torque Tm may be set to the powering side or the regenerative side. [Explanation of symbols]

[0043] 10 Vehicle control device 11 Hybrid vehicles 13 Engine 14 Motor generator (electric motor) 17 Continuously variable transmission (transmission mechanism) 24 drive wheels 30 Engine controller (torque control unit) 32 Motor controller (torque control section) 61 Torque setting unit (torque control unit) R1~R7 fixed gear ratio T2 Drive wheel torque Ptm Motor torque ratio (torque ratio of electric motor) Tm Motor torque (torque of electric motor) Te Engine torque (engine torque)

Claims

1. A vehicle control device applied to a hybrid vehicle having an electric motor and an engine connected to drive wheels, a transmission mechanism provided between the engine and the drive wheels, the transmission mechanism switching between a plurality of fixed gear ratios to change gears; a torque control unit that temporarily reduces torque of the electric motor and the engine after an upshift of the transmission mechanism is initiated; and the torque control unit reduces the torque of the electric motor and increases the torque of the engine before an upshift of the transmission mechanism is started, thereby reducing the torque ratio of the electric motor in the driving wheel torque below a most recent ratio. Vehicle control device.

2. A vehicle control device applied to a hybrid vehicle having an electric motor and an engine connected to drive wheels, a transmission mechanism provided between the engine and the drive wheels, the transmission mechanism switching between a plurality of fixed gear ratios to change gears; a torque control unit that temporarily reduces torque of the electric motor and the engine after an upshift of the transmission mechanism is initiated; and the torque control unit increases the torque of the engine in the driving wheel torque to a ratio higher than the most recent ratio by decreasing the torque of the electric motor and increasing the torque of the engine before an upshift of the transmission mechanism is started. Vehicle control device.

3. 3. The vehicle control device according to claim 1, the torque control unit maintains the drive wheel torque constant by reducing the torque of the electric motor and increasing the torque of the engine before an upshift of the transmission mechanism is started. Vehicle control device.

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