JP2019031237A - Control device - Google Patents

Abstract

To materialize a control device capable of adjusting changes in vehicle acceleration generated during the gear-shifting of an automatic transmission according to preferences of a driver.SOLUTION: A control device 40 estimates output torque transmitted from an automatic transmission 12 toward an output member 21 side during transmission operation of the automatic transmission 12, on the basis of rotary acceleration of an input member 20, and executes output toque adjusting control which makes a rotary electric machine 11 output torque according to a difference between the estimated output torque and a target value regulated in target change patterns of vehicle driving torque during the transmission operation.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device that controls a vehicle drive device.

  The power transmission path connecting the input member drivingly connected to the internal combustion engine and the output member drivingly connected to the first wheel is provided with an automatic transmission that shifts the rotation of the input member and transmits it to the output member side. 2. Description of the Related Art There is known a vehicle drive device provided with a rotating electrical machine so that a driving force can be transmitted to an output member side of an automatic transmission in a power transmission path or to a second wheel independent of the power transmission path. A control device that controls such a vehicle drive device is based on the vehicle request torque required for driving the vehicle (wheel), and the internal combustion engine request torque (the share of the internal combustion engine of the vehicle request torque). ) And the rotating electrical machine required torque (the share of the rotating electrical machine out of the vehicle required torque). The control device drives and controls the rotating electrical machine so as to output the rotating electrical machine required torque. For example, in paragraph 0024 of JP-A-2006-119746 (Patent Document 1), a required torque used for driving a motor is determined based on a driver's output request, and the required torque is determined by the number of rotations of the motor at that time. It is described that the output of the motor is controlled so as to be obtained.

  By the way, in the vehicle drive apparatus as described above, the vehicle acceleration generally changes due to a change in the torque ratio or the occurrence of an inertia torque accompanying a change in the rotational speed of the input member (internal combustion engine) when shifting the automatic transmission. . In addition, there are drivers who prefer a shift feeling that can experience such changes in vehicle acceleration, and there are drivers who do not. Moreover, even if it is the same driver | operator, the preference of a shift feeling may change with conditions or moods. Therefore, it is desirable to be able to adjust the change in the vehicle acceleration that occurs during the shift of the automatic transmission according to the driver's preference. However, Patent Document 1 does not describe a change in vehicle acceleration when the automatic transmission is shifted.

JP-A-2006-119746 (paragraph 0024)

  Therefore, it is desired to realize a control device that can adjust a change in vehicle acceleration that occurs during a shift of the automatic transmission according to the driver's preference.

  In view of the above, an automatic transmission that shifts the rotation of the input member to the output member side through a power transmission path that connects the input member that is drivingly connected to the internal combustion engine and the output member that is drivingly connected to the first wheel. For a vehicle provided with a rotating electrical machine provided with a transmission and capable of transmitting a driving force to the output member side of the automatic transmission in the power transmission path or to a second wheel independent of the power transmission path The characteristic configuration of the control device that controls the drive device is that the output torque transmitted from the automatic transmission to the output member side during the shift operation of the automatic transmission is estimated based on the rotational acceleration of the input member. And executing output torque adjustment control for causing the rotating electrical machine to output a torque corresponding to a difference between the estimated output torque and a target value defined in a target change pattern of the vehicle driving torque during the shift operation. There is a point.

According to the above characteristic configuration, the output torque adjustment control is executed during the shift operation of the automatic transmission, and the output torque adjustment control causes the target defined in the target change pattern of the output torque of the automatic transmission and the vehicle drive torque. Torque corresponding to the difference from the value is output from the rotating electrical machine. Therefore, even during the shift operation of the automatic transmission in which the output torque of the automatic transmission changes, the vehicle drive torque can be changed according to the target change pattern by controlling the output torque of the rotating electrical machine. It becomes possible to adjust the change in the vehicle acceleration that occurs at the time of shifting the transmission according to the driver's preference.
According to the above characteristic configuration, the output torque of the automatic transmission required for the output torque adjustment control is estimated based on a physical quantity that is relatively easy to obtain an actual value called rotational acceleration of the input member. Since the value can be set to a value, there is an advantage that the estimation accuracy of the output torque can be appropriately ensured with a relatively simple sensor configuration.

  Further features and advantages of the control device will become clear from the following description of embodiments described with reference to the drawings.

The figure which shows schematic structure of the drive device for vehicles which concerns on embodiment, and a control apparatus. The figure which shows the process sequence of output torque adjustment control which concerns on embodiment. Time chart showing an example of control behavior of output torque adjustment control Time chart showing another example of control behavior of output torque adjustment control The figure which shows schematic structure of the vehicle drive device which concerns on other embodiment.

  An embodiment of a control device will be described with reference to the drawings. In this specification, “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator that performs both functions of the motor and the generator as necessary. Yes. Further, in this specification, “driving connection” means a state in which two rotating elements are connected so as to be able to transmit a driving force. This concept includes a state where the two rotating elements are coupled so as to rotate integrally, and a state where the two rotating elements are coupled so as to be able to transmit the driving force via one or more transmission members. Such transmission members include various members (shafts, gear mechanisms, belts, chains, etc.) that transmit rotation at the same speed or at different speeds, and an engagement device that selectively transmits rotation and driving force. (Such as a friction engagement device or a meshing engagement device) may be included.

  As shown in FIG. 1, the control device 40 is a control device that controls the vehicle drive device 1. The vehicle drive device 1 to be controlled by the control device 40 includes a power transmission path that connects the input member 20 that is drivingly connected to the internal combustion engine 10 and the output member 21 that is drivingly connected to the first wheel 31. An automatic transmission 12 that changes the rotation and transmits the rotation to the output member 21 side is provided. In the vehicle drive device 1 to be controlled by the control device 40, the rotating electrical machine 11 is provided on the output member 21 side of the automatic transmission 12 in the power transmission path, or a second independent of the power transmission path. The rotating electrical machine 11 is provided so that a driving force can be transmitted to the wheels 32. The vehicle drive device 1 (see FIG. 1) of the present embodiment is an example in which the rotating electrical machine 11 is provided as in the former. The vehicle drive device 1 (see FIG. 5) of other embodiments described later is In this example, the rotating electrical machine 11 is provided as in the latter case. In the present embodiment, one of the first wheel 31 and the second wheel 32 is a front wheel of the vehicle 2, and the other of the first wheel 31 and the second wheel 32 is a rear wheel of the vehicle 2.

  Thus, the vehicle drive device 1 to be controlled by the control device 40 is a drive device for driving the vehicle 2 (hybrid vehicle) including both the internal combustion engine 10 and the rotating electrical machine 11 as the driving force source of the wheels. is there. The vehicle drive device 1 causes the vehicle 2 to travel by transmitting the torque of at least one of the internal combustion engine 10 and the rotating electrical machine 11 to the wheels. As shown in FIG. 1, in this embodiment, both the internal combustion engine 10 and the rotating electrical machine 11 are drivingly connected to a first wheel 31 (rear wheel in this example). An internal combustion engine is a prime mover (such as a gasoline engine or a diesel engine) that is driven by the combustion of fuel inside the engine to extract power.

  As shown in FIG. 1, the input member 20 is a member (here, a shaft member) that functions as an input member (shift input member) of the automatic transmission 12. The input member 20 is drivingly connected to the internal combustion engine 10. The input member 20 is connected so as to rotate integrally with an output shaft (crankshaft or the like) of the internal combustion engine 10, or the output member of the internal combustion engine 10 via another member such as a damper or a fluid coupling (torque converter or the like). Is connected to the drive.

  The output member 21 is a transmission member provided in a power transmission path between the automatic transmission 12 and the first wheel 31. In the present embodiment, the output member 21 is a shaft member (drive shaft) that connects the differential gear device 23 (output differential gear device) and the first wheel 31. The differential gear device 23 is configured using, for example, a bevel gear type differential gear mechanism. In the differential gear unit 23, an output torque To (see FIGS. 3 and 4) transmitted from the automatic transmission 12 to the output member 21 side is transmitted via a transmission output member 22 that functions as an output member of the automatic transmission 12. Is input. The differential gear device 23 distributes and transmits the input rotation and torque to the two left and right output members 21 (that is, the two left and right first wheels 31). Accordingly, during execution of the hybrid travel mode in which the torque of at least the internal combustion engine 10 of the internal combustion engine 10 and the rotating electrical machine 11 is transmitted to the first wheel 31 to travel the vehicle, the differential gear device is operated from the automatic transmission 12 side. The first wheel 31 is driven by the torque transmitted to the vehicle 23 and the vehicle 2 travels.

  As described above, in this embodiment, the rotating electrical machine 11 is provided closer to the output member 21 than the automatic transmission 12 in the power transmission path connecting the input member 20 and the output member 21. That is, in the present embodiment, the rotating electrical machine 11 is provided so as to be able to transmit a driving force to the first wheel 31. Specifically, the rotating electrical machine 11 is coupled so as to rotate integrally with the transmission output member 22. Therefore, the output torque of the rotating electrical machine 11 is combined with the output torque To of the automatic transmission 12 at the transmission output member 22 and transmitted to the differential gear unit 23. During execution of the hybrid travel mode, the rotating electrical machine 11 is insufficient with respect to the vehicle required torque that is required to be transmitted to the vehicle 2 (wheel) (that is, the required value of the vehicle driving torque Td that drives the vehicle 2 (wheel)). Torque is output to compensate for the minute. In addition, during the execution of the electric travel mode in which only the torque of the rotating electrical machine 11 out of the internal combustion engine 10 and the rotating electrical machine 11 is transmitted to the wheels (in the present embodiment, the first wheel 31) to drive the vehicle, the rotating electrical machine 11 is running. The wheel (first wheel 31) is driven by the torque of the vehicle 2 and the vehicle 2 travels. Hereinafter, regarding the positive / negative of the torque of the rotating electrical machine 11, the torque in the direction in which the vehicle moves forward (torque in the forward acceleration direction) is defined as positive torque, and the torque in the direction opposite to the positive torque is defined as negative torque.

  Although illustration is omitted, the rotating electrical machine 11 includes a stator that is fixed to a non-rotating member such as a case, and a rotor that is rotatably supported by the stator. As the rotating electrical machine 11, for example, an inner rotor type rotating electrical machine in which the rotor is disposed radially inward with respect to the stator can be used. The rotating electrical machine 11 is electrically connected to a power storage device such as a battery or a capacitor via an inverter device that performs power conversion between DC power and AC power, and is powered by receiving power from the power storage device. Alternatively, the power generated by the torque of the internal combustion engine 10 or the inertial force of the vehicle 2 is supplied to the power storage device to be stored.

  The automatic transmission 12 shifts the rotation of the input member 20 and transmits (outputs) it to the output member 21 side. The rotation after the shift by the automatic transmission 12 is transmitted to the output member 21 directly or via another member. In this embodiment, the rotation is transmitted to the output member 21 via the shift output member 22. In the present embodiment, the automatic transmission 12 is a stepped automatic transmission capable of forming a plurality of shift speeds having different speed ratios, and the rotation of the input member 20 is changed according to the formed shift speed. The gear is shifted and transmitted to the output member 21 side (to the shift output member 22). Here, the “transmission ratio” is the ratio of the rotational speed of the input member 20 to the rotational speed of the transmission output member 22.

  As shown in a simplified manner in FIG. 1, the automatic transmission 12 includes a plurality of shifting engagement devices 50. Then, one of the plurality of shift speeds is formed according to the state of engagement of each of the shift engagement devices 50. Specifically, each of the shift stages is formed in a state where two or more (for example, two) of the plurality of shift engaging devices 50 are engaged and the others are released. As the automatic transmission 12, a planetary gear type transmission mechanism configured using one or a plurality of planetary gear mechanisms can be used. In this case, the differential state of each planetary gear mechanism is determined by the shift engagement device 50. By being controlled, the shift speed to be formed is changed. For example, the plurality of shift engagement devices 50 include one or more clutches 51 and one or more brakes 52. In the present embodiment, the shift engagement device 50 is a friction engagement device (wet multi-plate clutch, wet multi-plate brake, etc.).

  The control device 40 includes an arithmetic processing device such as a CPU (Central Processing Unit) as a core member, and also includes a storage device such as a RAM (Random Access Memory) and a ROM (Read Only Memory) that can be referred to by the arithmetic processing device. ing. And each function of the control apparatus 40 is implement | achieved by the software (program) memorize | stored in memory | storage devices, such as ROM, hardwares, such as a separately provided arithmetic circuit, or both. The arithmetic processing unit included in the control device 40 operates as a computer that executes each program. The control device 40 may be configured by a set of a plurality of hardware (a plurality of separated hardware) that can communicate with each other. In this case, the control device 40 is separated into an in-vehicle device mounted on the vehicle 2 and an out-of-vehicle device that is provided outside the vehicle 2 and can communicate with the in-vehicle device via a communication network (for example, the Internet). In addition, at least a part of the functions of the control device 40 to be described later may be provided in the vehicle exterior device.

  The vehicle 2 is provided with various sensors, and the control device 40 is configured to be able to acquire detection information of the various sensors. In the present embodiment, as shown in FIG. 1, the plurality of sensors from which the control device 40 can acquire detection information includes a first sensor 61, a second sensor 62, and a third sensor 63.

  The first sensor 61 is a sensor for acquiring the rotational acceleration α (angular acceleration) of the input member 20, and the control device 40 acquires the rotational acceleration α of the input member 20 based on the detection information of the first sensor 61. . In the present embodiment, the first sensor 61 is a rotation sensor that detects the rotation speed N (angular velocity) of the input member 20, and the control device 40 is based on the rotation speed N of the input member 20 detected by the first sensor 61. Specifically, the rotational speed N of the input member 20 (time change rate of the rotational speed N) is acquired.

  The second sensor 62 is a sensor for acquiring the vehicle speed (the traveling speed of the vehicle 2), and the control device 40 acquires the vehicle speed based on the detection information of the second sensor 62. The second sensor 62 is provided so as to detect the rotational speed of the rotating member that always rotates in conjunction with the wheel (the first wheel 31 or the second wheel 32). In the present embodiment, the second sensor 62 is a rotation sensor that detects the rotation speed of the transmission output member 22, and the control device 40 acquires the vehicle speed based on the rotation speed of the transmission output member 22 detected by the second sensor 62. To do.

  The third sensor 63 is a sensor for acquiring the accelerator opening, and the control device 40 acquires the accelerator opening based on the detection information of the third sensor 63. In the present embodiment, the third sensor 63 is an accelerator operation amount sensor that detects an operation amount of an accelerator pedal provided in the vehicle 2, and the control device 40 determines the operation amount of the accelerator pedal detected by the third sensor 63. Based on the accelerator opening. In addition to the first sensor 61, the second sensor 62, and the third sensor 63, the vehicle 2 includes a power storage that is electrically connected to the rotating electrical machine 11 as a sensor from which the control device 40 can obtain detection information. A sensor or the like for detecting the state of charge (charged amount) of the device is provided.

  The control device 40 is formed in the vehicle required torque (requested value of the vehicle driving torque Td), the travel mode of the vehicle 2, and the automatic transmission 12 based on sensor detection information such as the accelerator opening, the vehicle speed, and the charging state of the power storage device. The target gear position to be determined is determined. The travel modes of the vehicle 2 that can be determined by the control device 40 include the hybrid travel mode and the electric travel mode described above. The control device 40 then determines the internal combustion engine required torque that is a share of the internal combustion engine 10 out of the vehicle required torque and the load of the rotating electrical machine 11 out of the vehicle required torque based on the determined vehicle required torque and travel mode. The required rotating electrical machine torque, which is a minute, is determined. Basically, each of the internal combustion engine required torque and the rotating electrical machine required torque is determined so that the sum of the internal combustion engine required torque and the rotating electrical machine required torque becomes equal to the vehicle required torque. While the electric travel mode is being executed, the internal combustion engine required torque is set to zero. Further, when the rotating electrical machine 11 is caused to generate power, the rotating electrical machine required torque is set to a negative torque.

  The control device 40 controls the internal combustion engine 10 so as to output the internal combustion engine required torque, and controls the rotating electrical machine 11 so as to output the rotary electrical machine required torque. The control device 40 controls driving of the rotating electrical machine 11 via the inverter device described above. In the present embodiment, an internal combustion engine control device that controls the operation of the internal combustion engine 10 is provided in the vehicle 2 separately from the control device 40, and the control device 40 is provided via the internal combustion engine control device (that is, the internal combustion engine). The internal combustion engine 10 is controlled by instructing the control device the internal combustion engine required torque, the internal combustion engine 10 start request, the internal combustion engine 10 stop request, and the like.

  The control device 40 controls the respective engagement states of the plurality of shift engagement devices 50 included in the automatic transmission 12 so as to form the determined target shift speed. In the present embodiment, the shift engagement device 50 is a hydraulically driven friction engagement device, and the control device 40 controls the hydraulic pressure supplied to each of the shift engagement devices 50 via the hydraulic control device. By doing so, the respective engagement states of the shift engagement device 50 are controlled. The engagement state of each shifting engagement device 50 is controlled to any of a direct engagement state, a sliding engagement state, and a release state according to the supplied hydraulic pressure. In the direct engagement state, there is no difference in rotational speed (slip) between the pair of engagement members (between the input side engagement member and the output side engagement member) of the friction engagement device, and the pair of engagement members due to static friction. Torque is transmitted between the combined members, and in the sliding engagement state, torque is transmitted between the pair of engagement members by dynamic friction in a state where there is a difference in rotational speed between the pair of engagement members of the friction engagement device.

  The control device 40 determines the target shift speed with reference to a shift map that defines the relationship between the accelerator opening and the vehicle speed and the shift speed. The shift map defines an upshift line and a downshift line. When the accelerator opening and the vehicle speed change and cross the upshift line, the target shift stage is upshifted by one stage, and the accelerator opening and the vehicle speed are changed. Changes to cross the downshift line, the target shift stage is shifted down by one stage. The upshift is a change of the gear position to the side where the gear ratio is relatively small (high speed stage side), and the downshift is the side where the gear ratio is relatively large (low speed stage side). This is a change in the gear position. When the control device 40 performs shift control for switching the shift speed formed in the automatic transmission 12, the control device 40 releases the shift engagement device 50 (release side engagement device) that is released for switching the shift speed. At the same time, the shift engagement device 50 (engagement side engagement device) engaged for switching the gear position is engaged. By executing the shift control, a shift operation involving two phases of a torque phase and an inertia phase is performed. In the torque phase, basically, the input gear 20 is input to the automatic transmission 12 for the output torque To output from the automatic transmission 12 to the output member 21 while the transmission ratio is kept constant. The torque ratio, which is the torque ratio, changes from the torque ratio according to the gear position before the shift to the torque ratio according to the gear position after the gear shift. In the inertia phase, the gear ratio basically changes from the gear ratio according to the gear position before the gear shift to the gear ratio according to the gear speed after the gear shift while the torque ratio is kept constant.

  By the way, when the automatic transmission 12 shifts, the vehicle acceleration changes due to the torque ratio change or the occurrence of inertia torque accompanying the change in the rotational speed of the input member 20 (internal combustion engine 10). The control device 40 according to the present disclosure executes the output torque adjustment control described below during the shift operation of the automatic transmission 12, so that the change in the vehicle acceleration that occurs during the shift of the automatic transmission 12 It is possible to adjust to match.

  In the output torque adjustment control, the output torque To transmitted from the automatic transmission 12 to the output member 21 side is estimated based on the rotational acceleration α of the input member 20, and the estimated output torque To and the vehicle drive torque during the shifting operation are estimated. This is control for causing the rotating electric machine 11 to output a torque corresponding to the difference from the target value defined in the target change pattern A of Td. Even when the control device 40 executes such output torque adjustment control during the shift operation of the automatic transmission 12, even during the shift operation of the automatic transmission 12 in which the output torque To of the automatic transmission 12 changes, By controlling the output torque of the rotating electrical machine 11, the vehicle driving torque Td can be changed according to the target change pattern A. As a result, the change in the vehicle acceleration that occurs when the automatic transmission 12 is shifted is matched to the driver's preference. Can be adjusted.

  The speed change operation of the automatic transmission 12 is performed with two phases of a torque phase and an inertia phase. That is, the period during the shifting operation of the automatic transmission 12 includes a period of torque phase and a period of inertia phase. In the present embodiment, the control device 40 is configured to execute output torque adjustment control during the inertia phase period during the shift operation of the automatic transmission 12. Specifically, the control device 40 starts the output torque adjustment control in accordance with the start of the change in the rotational acceleration α of the input member 20 after the start of the shift operation of the automatic transmission 12, and the rotational acceleration α of the input member 20. The output torque adjustment control is terminated in accordance with the end of the change.

  Specifically, as shown in FIG. 2 as an example of the processing procedure of the output torque adjustment control, the control device 40 starts the change of the rotational acceleration α of the input member 20 during the shift operation of the automatic transmission 12. Then (step # 01: Yes), output torque adjustment control is started (steps # 02 and # 03). In the present embodiment, the control device 40 acquires the rotational acceleration α of the input member 20 based on the detection information of the first sensor 61. The control device 40 repeatedly executes the acquisition process of the rotational acceleration α of the input member 20 after the start of the shift operation of the automatic transmission 12, and determines the start of the change of the rotational acceleration α based on the acquired rotational acceleration α ( Step # 01). For example, the change in the rotational acceleration α is performed on the condition that the difference (absolute value) between the rotational acceleration α at the start of the shifting operation of the automatic transmission 12 and the newly acquired rotational acceleration α is equal to or greater than a determination threshold. Or a configuration that determines that the change in rotational acceleration α has started on the condition that the amount of change (absolute value) in rotational acceleration α per unit time is equal to or greater than the determination threshold. Can do.

  When the change of the rotational acceleration α of the input member 20 is started (step # 01: Yes), the control device 40 continues until the change of the rotational acceleration α of the input member 20 is finished (step # 04: No). Based on the estimation process (step # 02) of the output torque To of the automatic transmission 12 and the estimated output torque To, the target torque of the rotary electric machine 11 is determined, and the rotary electric machine 11 is output so as to output the determined target torque. The drive control process (step # 03) is repeatedly executed.

  In the process of estimating the output torque To of the automatic transmission 12 (step # 02), the control device 40 acquires the rotational acceleration α of the input member 20 based on the detection information of the first sensor 61, and based on the acquired rotational acceleration α. The output torque To of the automatic transmission 12 is estimated. The control device 40 acquires an estimated value of the output torque To according to the acquired rotational acceleration α by calculation, referring to a map, or using a combination thereof. The map is stored in a storage device that can be obtained in advance through experiments or the like and can be referred to by the control device 40.

  The map can be, for example, an output torque map that defines the relationship between the rotational acceleration α and other indices (single or plural indices) and the output torque To. As other indicators, the output torque of the internal combustion engine 10, the elapsed time from a specific time (the start time of the shift operation, the start time of the torque phase, the start time of the inertia phase, etc.), the shift engagement device 50 (for example, engagement) A hydraulic pressure command value for the engagement side engagement device) can be exemplified. And an inertia torque map that defines the relationship between the rotational acceleration α and the inertia torque, or an inertia torque map that defines the relationship between the rotational acceleration α and another index (one or a plurality of indices) and the inertia torque. You can also In this case, for example, the control device 40 converts the inertia torque acquired with reference to the inertia torque map into a reference estimated value of the output torque To that takes into account a change accompanying an increase / decrease (increase or decrease) in the torque ratio in the torque phase. The superimposed value is acquired as the estimated value of the output torque To. The reference estimated value of the output torque To is an estimated value of the output torque To that does not consider inertia torque, and is obtained by referring to a map based on the output torque of the internal combustion engine 10 or the like, for example.

  The control device 40 determines the torque corresponding to the difference between the estimated output torque To and the target value defined in the target change pattern A of the vehicle driving torque Td during the shift operation (for example, torque equal to the difference). Is determined as the target torque of the rotating electrical machine 11 (step # 03). Note that the difference here is a difference when the output torque To and the vehicle drive torque Td are converted into torque at the same rotating member (for example, the transmission output member 22). When the target value of the vehicle driving torque Td specified in the target change pattern A is smaller than the estimated output torque To, the target torque of the rotating electrical machine 11 is set to a negative torque, and the vehicle specified in the target change pattern A When the target value of the drive torque Td is larger than the estimated output torque To, the target torque of the rotating electrical machine 11 is set to a positive torque. The magnitude relationship between the vehicle drive torque Td and the output torque To is not an absolute value but a magnitude relationship that takes into account the sign (positive or negative).

  During the execution of the output torque adjustment control, the control device 40 determines the end of the change in the rotational acceleration α based on the acquired rotational acceleration α (step # 04). For example, a value determined based on the rotational acceleration α at the start of the shift operation of the automatic transmission 12 and the amount of change in the torque ratio before and after the shift (a shift based on the rotational acceleration α at the start of the shift operation of the automatic transmission 12). The change of the rotational acceleration α is completed on the condition that the difference (absolute value) between the rotational acceleration α at the end of the operation) and the newly acquired rotational acceleration α is less than the determination threshold value. A configuration for determining, or a configuration for determining that the change in the rotational acceleration α is completed on condition that the amount of change (absolute value) in the rotational acceleration α per unit time is less than the determination threshold value can be adopted.

  Next, specific contents of the output torque adjustment control according to the present embodiment will be described with reference to the examples shown in FIGS. 3 and 4, it is assumed that the output torque adjustment control is performed during the on-up shift shifting operation during traveling in the hybrid travel mode. The on-up shift is an up-shift in a state where torque in the forward acceleration direction is transmitted to the wheels (first wheel 31) (that is, the vehicle drive torque Td is a positive torque). Here, it is assumed that the output torque of the rotating electrical machine 11 is zero before the start of the shift operation (before time T01).

  In the example shown in FIG. 3, the target shift speed is changed to the high speed speed side at time T01 or before that time, and shift control (upshift control) is started at time T01. That is, the shift operation of the automatic transmission 12 starts at time T01. As shown in FIG. 3, a change in the hydraulic pressure command value P for the engagement side engagement device with respect to time t is controlled to engage the engagement side engagement device at time T01. Then, after the engagement-side engagement device starts to have the transmission torque capacity, the torque ratio gradually increases as the engagement pressure of the engagement-side engagement device increases (increase in the transmission torque capacity). The output torque To of the automatic transmission 12 gradually decreases (time T02 to time T03). A period from time T02 to time T03 is a torque phase period.

  At time T03, control for changing the rotational speed N of the input member 20 from the synchronous rotational speed Nb before shifting toward the synchronous rotational speed Na after shifting (control for starting the inertia phase) is performed. For example, the inertia phase is started by the torque reduction of the internal combustion engine 10 or the increase of the engagement pressure of the engagement side engagement device. Here, the synchronous rotation speed Nb before the shift is a rotation speed obtained by multiplying the rotation speed of the transmission output member 22 by the gear ratio of the gear stage before the shift, and the post-shift synchronous rotation speed Na is the rotation speed of the transmission output member 22. Is the rotational speed obtained by multiplying the gear ratio of the gear stage after the gear shift. By starting the inertia phase at time T03, the rotational acceleration α of the input member 20 changes, and when the control device 40 detects this change, output torque adjustment control is started at time T03.

  In FIG. 3, as the target change pattern A of the vehicle driving torque Td during the shifting operation, a pattern for suppressing fluctuations in vehicle acceleration due to inertia torque (specifically, a pattern in which the vehicle driving torque Td is maintained at a constant value in the inertia phase). ) Is assumed. Therefore, as shown in FIG. 3, the estimated value of the output torque To of the automatic transmission 12 until the rotation speed N of the input member 20 reaches the post-shift synchronous rotation speed Na at the time T04 and the inertia phase ends. Becomes larger than the output torque To at the time T03 or the time T04 by an amount corresponding to the inertia torque. That is, from time T03 to time T04, the target value of the vehicle driving torque Td defined in the target change pattern A becomes smaller than the estimated output torque To, and the rotating electrical machine 11 determines that the estimated output torque To and the target change pattern A Is controlled so as to output a negative torque in accordance with the difference from the target value of the vehicle driving torque Td defined in. As a result, the vehicle driving torque Td from time T03 to time T04 changes according to the target change pattern A.

  Next, the example shown in FIG. 4 will be described. The times T11, T12, T13, and T14 in the example shown in FIG. 4 correspond to the times T01, T02, T03, and T04 in the example shown in FIG. 3, respectively, but the example shown in FIG. 4 is different from FIG. It is assumed that the output torque adjustment control is executed based on the target change pattern A. That is, FIG. 4 assumes a case in which the target change pattern A is not a pattern that suppresses fluctuations in vehicle acceleration caused by inertia torque, but a pattern that increases (exaggerates) fluctuations in vehicle acceleration caused by inertia torque. Therefore, unlike the example shown in FIG. 3, the target value of the vehicle driving torque Td defined in the target change pattern A is larger than the estimated output torque To from time T13 to time T14. Control is performed so as to output a positive torque corresponding to the difference between the output torque To and the target value of the vehicle drive torque Td defined in the target change pattern A.

  For example, when the driver of the vehicle 2 prefers a shift feeling that allows a change in vehicle acceleration to be felt, an automatic shift is performed by executing output torque adjustment control based on the target change pattern A as shown in FIG. It is possible to give the driver a driving feeling in which the change in the vehicle acceleration that occurs during the gear shift of the machine 12 is large. At this time, the output torque adjustment control is started in accordance with the start of the change in the rotational acceleration α of the input member 20, and the output torque adjustment control is ended in accordance with the end of the change in the rotational acceleration α of the input member 20. In the case where the driver can visually recognize the rotational speed N of the input member 20 (for example, when the tachometer is provided in the driver's seat), it is also possible to realize a change in vehicle acceleration that matches the driver's vision. When the driver of the vehicle 2 prefers a shift feeling that makes it difficult to experience changes in vehicle acceleration, the output torque adjustment control is executed automatically based on the target change pattern A as shown in FIG. It is possible to give the driver a driving feeling with little change in vehicle acceleration that occurs when the transmission 12 is shifted.

  Further, when the control device 40 has a torque responsiveness request that is a request for responsiveness to the vehicle driving torque Td in the first state, the torque responsiveness request has a higher responsiveness request than the first state. The output torque adjustment control may be executed based on the target change pattern A in which the torque difference ΔT is smaller than that in the state. Here, as shown in FIG. 4, the torque difference ΔT is defined by the target change pattern A. The target value of the vehicle driving torque Td during the change of the rotational acceleration α of the input member 20 and the rotational acceleration α of the input member 20 are as follows. Is the maximum value of the difference (absolute value) from the target value of the vehicle driving torque Td at the end of the change. Since the target change pattern A in the example shown in FIG. 3 is a change pattern in which the torque difference ΔT is zero, the target change pattern A in the example shown in FIG. 3 is the target change pattern A in the example shown in FIG. This is the target change pattern A in which the torque difference ΔT becomes smaller. The determination process of whether the torque responsiveness request is in the first state or the second state can be performed, for example, between step # 01 and step # 02 in the example shown in FIG. In the target change pattern A shown in FIG. 4, the target value of the vehicle driving torque Td during the change of the rotational acceleration α of the input member 20 is the vehicle driving torque Td at the end of the change of the rotational acceleration α of the input member 20. Although the target value is larger than the target value, the target value of the vehicle driving torque Td during the change of the rotational acceleration α of the input member 20 is larger than the target value of the vehicle driving torque Td at the end of the change of the rotational acceleration α of the input member 20. A smaller target change pattern A (for example, a change pattern obtained by inverting the target change pattern A after time T13 shown in FIG. 4 up and down) can also be used.

  Note that the responsiveness (torque responsiveness) in the torque responsiveness request is reflected in the vehicle driving torque Td after an operation (accelerator pedal operation or the like) for changing the vehicle driving torque Td by the driver is performed. Responsiveness with respect to the time until completion, and the responsiveness increases as the time becomes shorter. The torque responsiveness request is determined based on, for example, at least one of the accelerator opening, the change rate of the accelerator opening, the vehicle mode, and the vehicle speed. For the accelerator opening, the rate of change of the accelerator opening, and the vehicle speed, for example, the torque response request is determined so as to increase as they increase. As for the vehicle mode, the torque responsiveness request is determined according to the degree of torque responsiveness corresponding to the vehicle mode (economic mode, normal mode, sports mode, etc.) selected by the driver. When the torque responsiveness request is expressed by a numerical value (index) that increases as the degree of request increases, the state where the numerical value is less than the threshold is the first state, and the state where the numerical value is equal to or greater than the threshold. The second state, which requires higher responsiveness than the first state, can be set.

  Here, the output torque adjustment control performed during the on-up shift operation is specifically described, but the output torque adjustment control can also be performed during the off-down shift operation. It is also possible to perform output torque adjustment control during an off-up shift operation, and to perform output torque adjustment control during an on-down shift operation. Here, the off-downshift is a downshift when the vehicle driving torque Td is a negative torque, and the off-upshift is an upshift when the vehicle driving torque Td is a negative torque. The downshift is performed when the vehicle driving torque Td is a positive torque.

[Other Embodiments]
Next, other embodiments of the control device will be described.

(1) In the above embodiment, the control device 40 starts the output torque adjustment control in accordance with the start of the change in the rotational acceleration α of the input member 20 after the shift operation of the automatic transmission 12 starts, and the input member 20 The configuration in which the output torque adjustment control is terminated in accordance with the end of the change in the rotational acceleration α has been described as an example. However, without being limited to such a configuration, for example, the control device 40 performs start determination and end determination of the inertia phase based on the elapsed time from a specific time point or the rotational speed N of the input member 20, and the inertia is determined. The output torque adjustment control may be started on the condition that it is determined that the phase has started, and the output torque adjustment control may be ended on the condition that it is determined that the inertia phase has ended. In the case where the inertia phase is started after the end of the torque phase as in the example shown in FIG. 3, it is determined that it is determined that the torque phase has ended instead of determining that the inertia phase has started. Alternatively, the output torque adjustment control may be started. Further, when the torque phase is started after the inertia phase is ended, the output torque adjustment control is ended on the condition that it is determined that the torque phase is started instead of determining that the inertia phase is ended. It is good.

(2) In the above embodiment, the configuration in which the rotating electrical machine 11 is provided closer to the output member 21 than the automatic transmission 12 in the power transmission path connecting the input member 20 and the output member 21 has been described as an example. However, the present invention is not limited to such a configuration, and the configuration in which the rotating electrical machine 11 is provided so as to be able to transmit the driving force to the second wheel 32 independent from the power transmission path (the configuration that is drivingly connected to the second wheel 32) ). An example of such a configuration is shown in FIG. In the example shown in FIG. 5, independent rotating electrical machines 11 are drivingly connected to the two left and right second wheels 32 (for example, rear wheels). In this case, as the rotating electrical machine 11, an in-wheel type rotating electrical machine in which a part of the case of the rotating electrical machine 11 is disposed in a space inside the wheel (second wheel 32) can be used. When driving the two second wheels 32 using the two rotating electrical machines 11 in this way, the two rotating electrical machines 11 are driven so that the required rotating electrical machine torque is shared by the two rotating electrical machines 11. Is controlled. In addition, unlike the example shown in FIG. 5, it is also possible to adopt a configuration in which one rotating electrical machine 11 is drivingly connected to the two left and right second wheels 32 via a differential gear device.

(3) It should be noted that the configuration disclosed in each of the above-described embodiments is applied in combination with the configuration disclosed in the other embodiment unless there is a contradiction (between the embodiments described as other embodiments. (Including combinations) is also possible. Regarding other configurations, the embodiments disclosed herein are merely examples in all respects. Accordingly, various modifications can be made as appropriate without departing from the spirit of the present disclosure.

[Overview of the above embodiment]
Hereinafter, an outline of the control device described above will be described.

  The rotation of the input member (20) is shifted in a power transmission path connecting the input member (20) that is drivingly connected to the internal combustion engine (10) and the output member (21) that is drivingly connected to the first wheel (31). Then, an automatic transmission (12) that transmits to the output member (21) side is provided, and the power transmission path is closer to the output member (21) than the automatic transmission (12) in the power transmission path, or the power transmission path. A control device (40) for controlling a vehicle drive device (1) provided with a rotating electrical machine (11) so that a drive force can be transmitted to a second wheel (32) independent of the automatic wheel, wherein the automatic transmission The output torque (To) transmitted from the automatic transmission (12) to the output member (21) during the speed change operation of the machine (12) is based on the rotational acceleration (α) of the input member (20). The estimated output torque (To) and the previous The difference torque corresponding to the prescribed target value to the target change pattern (A) of the vehicle drive torque during shifting operation (Td), executes the output torque adjusting control to output to the rotary electric machine (11).

According to the above configuration, the output torque adjustment control is executed during the shift operation of the automatic transmission (12), and the output torque (To) of the automatic transmission (12) and the vehicle driving torque ( Torque corresponding to the difference from the target value defined in the target change pattern (A) of Td) is output from the rotating electrical machine (11). Therefore, even during the shifting operation of the automatic transmission (12) in which the output torque (To) of the automatic transmission (12) changes, the vehicle driving torque (Td) is controlled by controlling the output torque of the rotating electrical machine (11). Can be changed in accordance with the target change pattern (A). As a result, it is possible to adjust the change in the vehicle acceleration that occurs when the automatic transmission (12) shifts according to the driver's preference.
According to the above configuration, the output torque (To) of the automatic transmission (12) required for the output torque adjustment control is relatively easy to set the actual value of the rotational acceleration (α) of the input member (20). Therefore, it is possible to obtain an estimated value based on a physical quantity that can be acquired in a short time. Therefore, there is also an advantage that the estimation accuracy of the output torque (To) can be appropriately ensured with a relatively simple sensor configuration.

  Here, after the shift operation of the automatic transmission (12) is started, the output torque adjustment control is started in accordance with the start of the change of the rotational acceleration (α) of the input member (20), and the input member (20 The output torque adjustment control is preferably terminated in accordance with the end of the change in the rotational acceleration (α).

  According to this configuration, the output torque adjustment control is performed in the inertia phase in which the rotation speed ratio (speed ratio) between the input member (20) and the output member (21) is changed by the speed change operation of the automatic transmission (12). Can be done during the period. Therefore, the vehicle driving torque (Td) is controlled by controlling the output torque of the rotating electrical machine (11) during the inertia phase during which the output torque (To) of the automatic transmission (12) can change greatly due to the occurrence of inertia torque. It can be changed according to the change pattern (A).

  Further, the target value of the vehicle driving torque (Td) during the change of the rotational acceleration (α) of the input member (20) defined by the target change pattern (A) and the rotational acceleration of the input member (20). Torque responsiveness, which is a request for responsiveness to the vehicle driving torque (Td), with the maximum value of the difference from the target value of the vehicle driving torque (Td) at the end of the change of (α) as the torque difference (ΔT). When the request is in the first state, the torque difference (ΔT) is smaller than when the torque responsiveness request is in the second state in which the responsiveness request is higher than in the first state. It is preferable that the output torque adjustment control is executed based on the target change pattern (A).

  According to this configuration, when the torque responsiveness request is in the first state, the rotational acceleration (α) of the input member (20) is considered in consideration of the driver seeking a smooth driving feeling. The output torque adjustment control can be executed based on the target change pattern (A) in which the change in the vehicle driving force (Td) in the period before the end of the change (the period in which the end time is the end point) is small. In addition, when the torque responsiveness request is in the second state, the change in the rotational acceleration (α) of the input member (20) is changed in consideration of the driver seeking a driving feeling with good responsiveness. The output torque adjustment control can be executed based on the target change pattern (A) in which the change in the vehicle driving force (Td) in the period before the end increases. Therefore, according to said structure, it is possible to adjust the change of the vehicle acceleration in the period before the change of the rotational acceleration ((alpha)) of an input member (20) according to a driver | operator's preference at the time. It becomes.

  The control device according to the present disclosure only needs to exhibit at least one of the effects described above.

1: vehicle drive device 10: internal combustion engine 11: rotating electrical machine 12: automatic transmission 20: input member 21: output member 31: first wheel 32: second wheel 40: control device A: target change pattern Td: vehicle drive Torque To: output torque ΔT: torque difference α: rotational acceleration

Claims (3)

An automatic transmission that shifts the rotation of the input member and transmits it to the output member side in a power transmission path connecting an input member that is drivingly connected to the internal combustion engine and an output member that is drivingly connected to the first wheel; A vehicle drive device provided with a rotating electrical machine is controlled to be able to transmit a driving force to the output member side of the automatic transmission in the power transmission path or to a second wheel independent of the power transmission path. And a control device
During the shifting operation of the automatic transmission, an output torque transmitted from the automatic transmission to the output member side is estimated based on the rotational acceleration of the input member, and the estimated output torque and during the shifting operation are estimated. A control device that executes output torque adjustment control that causes the rotating electrical machine to output a torque corresponding to a difference from a target value defined in a target change pattern of vehicle driving torque.   After the shift operation of the automatic transmission is started, the output torque adjustment control is started in accordance with the start of the change in the rotational acceleration of the input member, and the output torque adjustment is performed in the end of the change in the rotational acceleration of the input member. The control device according to claim 1, wherein the control is terminated. The difference between the target value of the vehicle driving torque during the change in the rotational acceleration of the input member and the target value of the vehicle driving torque at the end of the change in the rotational acceleration of the input member, as defined in the target change pattern. With the maximum value as the torque difference,
When the torque responsiveness request, which is a request for responsiveness to the vehicle driving torque, is in the first state, the torque responsiveness request is in the second state where the request for responsiveness is higher than the first state. 3. The control device according to claim 1, wherein the output torque adjustment control is executed based on the target change pattern in which the torque difference is smaller than the first change pattern.

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