JP2008128204A - Vehicle control apparatus, control method, program for realizing the method, and recording medium recording the program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce shocks caused by increase in output torque of a drive source. <P>SOLUTION: An ECU executes a program including: a step (S160) for setting a delay time when operation of an electric oil pump is limited (YES in S130) and a delivery amount of the electric oil pump is insufficient with respect to an oil delivery amount necessary for operation of a transmission; and a step (S190) for increasing the output torque of an engine or a second MG when the delay time has elapsed since increase in accelerator opening is determined (YES in S180). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control device, a control method, a program for realizing the method, and a recording medium recording the program, and more particularly, to a technique for controlling the drive source in a vehicle including a drive source and an electric oil pump. .

  Conventionally, a vehicle having an idling stop function for stopping a driving source such as an engine while the vehicle is stopped is known. In such a vehicle, in addition to a mechanical oil pump that is driven by a drive source such as an engine, an electric oil pump that is operated by electric power is provided. While the drive source is stopped, hydraulic pressure is generated in the electric oil pump instead of the mechanical oil pump.

  By the way, sufficient hydraulic pressure is not always generated in the electric oil pump. For example, when the electric power supplied to the electric oil pump is insufficient, the hydraulic pressure generated by the electric oil pump can be insufficient. In this case, the operation of a power transmission mechanism such as a transmission operated by hydraulic pressure may be insufficient. When the output torque of the drive source is increased in this state, the hydraulic pressure is rapidly increased by the mechanical oil pump driven by the drive source. At this time, in a state where the output torque of the drive source is large, the power that can be transmitted by the transmission or the like increases rapidly, and a shock occurs in the vehicle.

  Japanese Patent Laying-Open No. 2002-115579 (Patent Document 1) discloses an automatic start control device for an internal combustion engine that suppresses a shock that occurs when a power transmission mechanism is in an incomplete state. In the automatic start control device described in Patent Document 1, when the internal combustion engine is automatically started in a state where the output torque from the internal combustion engine is transmitted from the input side to the output side of the transmission, the transmission state by the power transmission mechanism is changed. When the transmission state detection unit detects whether or not the transmission state by the power transmission mechanism is detected by the transmission state detection unit and the transmission state detection unit, the output torque of the internal combustion engine is decreased or the output torque is increased. And an output suppression unit that performs suppression.

According to the automatic start control device described in this publication, when the internal combustion engine is automatically started in a state where the output torque from the internal combustion engine is transmitted from the input side to the output side of the transmission, transmission by the power transmission mechanism is performed. If it is detected that the state is incomplete, the power transmission mechanism may suddenly return to a complete transmission state after the internal combustion engine is started, which may cause a shock. Therefore, in such a case, the output torque of the internal combustion engine is reduced or the increase of the output torque is suppressed. This prevents a large output torque of the internal combustion engine from being suddenly transmitted to the entire transmission or the output side of the transmission. Thus, a shock due to abrupt power transmission can be suppressed.
JP 2002-115579 A

  However, even when the output torque of the internal combustion engine is suppressed as in the automatic start control device described in Japanese Patent Laid-Open No. 2002-115579, the torque is input in a state where the operation of the power transmission mechanism is insufficient. It does not change. Therefore, there was room for further improvement in terms of reducing shock.

  The present invention has been made to solve the above-described problems, and has an object of recording a vehicle control device, a control method, a program for realizing the method, and the program capable of reducing a shock. It is to provide a recording medium.

  A vehicle control device according to a first aspect of the invention is a vehicle control device including a drive source and an electric oil pump. The control device includes detection means for detecting the operating state of the electric oil pump, and control means for controlling the drive source so that the output torque increases at a timing according to the operating state of the electric oil pump. . A vehicle control method according to a ninth aspect has the same requirements as those of the vehicle control apparatus according to the first aspect.

  According to the first or ninth invention, the operating state of the electric oil pump is detected. The drive source is controlled so that the output torque increases at a timing according to the operating state of the electric oil pump. For example, when the operation of the electric oil pump is restricted, the drive source is controlled so that the timing at which the output torque increases is delayed as compared with the case where the operation is not restricted. In addition, the drive source is controlled so that the timing at which the output torque increases becomes slower as at least one of the discharge amount and the discharge pressure from the electric oil pump is lower. As a result, the output torque of the drive source increases if the discharge amount or discharge pressure from the electric oil pump is insufficient and the power transmission in a power transmission mechanism such as a transmission operated by hydraulic pressure is considered insufficient. Can be delayed. Therefore, for example, the output torque of the drive source can be increased after a time necessary for supplementing the discharge amount or the discharge pressure by using an oil pump different from the electric oil pump. As a result, it is possible to provide a vehicle control device or control method that can reduce shock.

  In the vehicle control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the detection means detects the operating state of the electric oil pump based on the operating state of the device that supplies power to the electric oil pump. Means for doing so. The vehicle control method according to the tenth invention has the same requirements as the vehicle control device according to the second invention.

  According to the second or tenth invention, since the operating state of the electric oil pump depends on the supplied power, the operating state of the electric oil pump is detected based on the operating state of the device that supplies power to the electric oil pump. Is done. Thereby, the operating state of the electric oil pump can be accurately detected.

  In the vehicle control device according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the detection means is in a state where the operation of the electric oil pump is restricted when the operation of the device is restricted. Means for detecting. The vehicle control method according to the eleventh invention has the same requirements as the vehicle control device according to the third invention.

  According to the third or eleventh aspect, when the operation of the device is restricted, it is detected that the operation of the electric oil pump is restricted because sufficient electric power cannot be supplied to the electric oil pump. Thereby, the operating state of the electric oil pump can be accurately detected.

  In the vehicle control apparatus according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, the control means has a higher output torque when the operation of the electric oil pump is restricted than when it is not restricted. Means are included for controlling the drive source such that the increasing timing is delayed. The vehicle control method according to the twelfth invention has the same requirements as the vehicle control device according to the fourth invention.

  According to the fourth or twelfth invention, when the operation of the electric oil pump is restricted, the drive source is controlled so that the timing at which the output torque increases is delayed as compared with the case where the operation is not restricted. As a result, when the discharge amount or discharge pressure from the electric oil pump is insufficient and the power transmission in a power transmission mechanism such as a transmission operated by hydraulic pressure is considered insufficient, for example, the electric oil pump is The output torque of the drive source can be increased after the time necessary for supplementing the discharge amount or the discharge pressure using a different oil pump has elapsed. Therefore, shock can be reduced.

  In the vehicle control apparatus according to the fifth aspect of the invention, in addition to the configuration of the first aspect, the detection means includes means for detecting at least one of the discharge amount and the discharge pressure from the electric oil pump. Including. A vehicle control method according to a thirteenth invention has the same requirements as those of the vehicle control device according to the fifth invention.

  According to the fifth or thirteenth invention, at least one of the discharge amount and the discharge pressure from the electric oil pump is detected. For example, the drive source is controlled so that the timing at which the output torque increases becomes slower as at least one of the discharge amount and the discharge pressure from the electric oil pump is lower. As a result, when the discharge amount or discharge pressure from the electric oil pump is insufficient and the power transmission in a power transmission mechanism such as a transmission operated by hydraulic pressure is considered insufficient, for example, the electric oil pump is The output torque of the drive source can be increased after the time necessary for supplementing the discharge amount or the discharge pressure using a different oil pump has elapsed. Therefore, shock can be reduced.

  In the vehicle control apparatus according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the control means increases the output torque as at least one of the discharge amount and the discharge pressure from the electric oil pump decreases. Means are included for controlling the drive source so that the timing of increase is slower. The vehicle control method according to the fourteenth invention has the same requirements as those of the vehicle control device according to the sixth invention.

  According to the sixth or fourteenth invention, the drive source is controlled so that the timing at which the output torque increases becomes slower as at least one of the discharge amount and the discharge pressure from the electric oil pump is lower. As a result, when the discharge amount or discharge pressure from the electric oil pump is insufficient and the power transmission in a power transmission mechanism such as a transmission operated by hydraulic pressure is considered insufficient, for example, the electric oil pump is The output torque of the drive source can be increased after the time necessary for supplementing the discharge amount or the discharge pressure using a different oil pump has elapsed. Therefore, shock can be reduced.

  A vehicle control device according to a seventh aspect of the invention is a vehicle control device including an electric oil pump. The control device includes detection means for detecting the operating state of the electric oil pump and means for changing the rising timing of the torque of the drive source in accordance with the operating state of the electric oil pump. The vehicle control method according to the fifteenth aspect includes the same requirements as those of the vehicle control device according to the seventh aspect.

  According to the seventh or fifteenth invention, the operating state of the electric oil pump is detected. The rising timing of the torque of the drive source is changed according to the operating state of the electric oil pump. As a result, for example, when the discharge amount or discharge pressure from the electric oil pump is insufficient and the power transmission in a power transmission mechanism such as a transmission operated by hydraulic pressure is considered insufficient, the torque of the drive source is The timing to stand up can be delayed. Therefore, for example, the torque of the drive source can be raised after a time necessary for supplementing the discharge amount or the discharge pressure using an oil pump different from the electric oil pump. As a result, it is possible to provide a vehicle control device or control method that can reduce shock.

  In the vehicle control apparatus according to the eighth aspect of the invention, in addition to the configuration of the seventh aspect, the detection means detects the operating state of the electric oil pump based on the operating state of the electric auxiliary machine different from the electric oil pump. Means for doing so. The vehicle control method according to the sixteenth invention has the same requirements as those of the vehicle control device according to the eighth invention.

  According to the eighth or sixteenth invention, since the electric power supplied to the electric oil pump is affected by the operation of another electric auxiliary machine, the operating state of the electric oil pump is detected based on the operating state of the electric auxiliary machine. Is done. Thereby, the operating state of the electric oil pump can be accurately detected.

  A program according to a seventeenth aspect is a program for causing a computer to implement the control method according to any of the seventh to sixteenth aspects, and the recording medium according to the eighteenth aspect is any one of the seventh to sixteenth aspects. It is a computer-readable recording medium which recorded the program which makes a computer implement | achieve the control method which concerns on invention.

  According to the seventeenth or eighteenth invention, the vehicle control method according to any of the seventh to sixteenth inventions can be realized using a computer (which may be general purpose or dedicated).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A hybrid vehicle equipped with a control device according to an embodiment of the present invention will be described with reference to FIG. This hybrid vehicle is an FR (Front engine Rear drive) vehicle. A vehicle other than FR may be used.

  The hybrid vehicle includes an engine 100, a transmission 200, a propeller shaft 500, a differential gear 600, a rear wheel 700, and an ECU (Electronic Control Unit) 800. The control device according to the present embodiment is realized, for example, by executing a program recorded in ROM (Read Only Memory) 802 of ECU 800.

  Engine 100 is an internal combustion engine that burns a mixture of fuel and air injected from injector 102 in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated.

  Transmission 200 is coupled to engine 100. Transmission 200 includes a first transmission unit 300 and a second transmission unit 400, as will be described later. The driving force output from the transmission 200 is transmitted to the left and right rear wheels 700 via the propeller shaft 500 and the differential gear 600.

  The ECU 800 includes a position switch 806 for the shift lever 804, an accelerator opening sensor 810 for the accelerator pedal 808, a depression force sensor 814 for the brake pedal 812, a throttle opening sensor 818 for the electronic throttle valve 816, and an engine speed sensor 820. The input shaft speed sensor 822, the output shaft speed sensor 824, the oil temperature sensor 826, and the water temperature sensor 828 are connected via a harness or the like.

  The position (position) of shift lever 804 is detected by position switch 806, and a signal representing the detection result is transmitted to ECU 800. Corresponding to the position of the shift lever 804, the transmission 200 is automatically shifted.

  Accelerator opening sensor 810 detects the opening of accelerator pedal 808 and transmits a signal representing the detection result to ECU 800. The pedaling force sensor 814 detects the pedaling force of the brake pedal 812 (the force with which the driver steps on the brake pedal 812), and transmits a signal representing the detection result to the ECU 800.

  The throttle opening sensor 818 detects the opening of the electronic throttle valve 816 whose opening is adjusted by the actuator, and transmits a signal indicating the detection result to the ECU 800. Electronic throttle valve 816 adjusts the amount of air taken into engine 100 (engine 100 output).

  Instead of or in addition to the electronic throttle valve 816, the amount of air taken into the engine 100 can be reduced by changing the lift amount of the intake valve (not shown) or the exhaust valve (not shown) and the opening / closing phase. You may make it adjust.

  Engine rotation speed sensor 820 detects the rotation speed of the output shaft (crankshaft) of engine 100 and transmits a signal representing the detection result to ECU 800. The input shaft speed sensor 822 detects the input shaft speed NI of the second transmission unit 400 and transmits a signal representing the detection result to the ECU 800. Output shaft rotational speed sensor 824 detects output shaft rotational speed NO of transmission 200 (second transmission unit 400), and transmits a signal representing the detection result to ECU 800.

  Oil temperature sensor 826 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for operation and lubrication of transmission 200 and transmits a signal representing the detection result to ECU 800.

  Water temperature sensor 828 detects the temperature (water temperature) of cooling water for engine 100 and transmits a signal representing the detection result to ECU 800.

  The ECU 800 includes a position switch 806, an accelerator opening sensor 810, a pedaling force sensor 814, a throttle opening sensor 818, an engine speed sensor 820, an input shaft speed sensor 822, an output shaft speed sensor 824, an oil temperature sensor 826, and a water temperature sensor. Based on the signal sent from 828 or the like, the map stored in the ROM 802 and the program, the devices are controlled so that the vehicle is in a desired running state.

  The transmission 200 will be further described with reference to FIG. The transmission 200 includes an input shaft 204 as an input rotating member disposed on a common axis in a case 202 as a non-rotating member attached to a vehicle body, and a direct or damper (not shown) on the input shaft 204. The first transmission unit 300 coupled via the first transmission unit 300 and the second transmission unit 400 coupled in series via the transmission member (transmission shaft) 206 in the power transmission path between the first transmission unit 300 and the rear wheel 700. And an output shaft 208 as an output rotation member connected to the second transmission unit 400.

  Since the transmission 200 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the transmission 200 in FIG. The same applies to the following embodiments.

  First transmission unit 300 includes a power split device 310, a first MG (Motor Generator) 311, and a second MG 312. Power split device 310 splits the output of engine 100 input to input shaft 204 into first MG 311 and transmission member 206. Power split device 310 includes planetary gear 320.

  Planetary gear 320 includes a sun gear 322, a pinion gear 324, a carrier 326 that supports the pinion gear 324 so as to rotate and revolve, and a ring gear 328 that meshes with the sun gear 322 via the pinion gear 324.

  In power split device 310, carrier 326 is connected to input shaft 204, that is, engine 100. Sun gear 322 is connected to first MG 311. Ring gear 328 is coupled to transmission member 206.

  Power split device 310 functions as a differential device by relatively rotating sun gear 322, carrier 326, and ring gear 328. Due to the differential function of power split device 310, the output of engine 100 is distributed to first MG 311 and transmission member 206.

  The first MG 311 generates electric power using a part of the output of the distributed engine 100, or the second MG 312 is rotationally driven using electric power generated by the first MG 311 so that the power split mechanism 310 is a continuously variable transmission. Function as.

  First MG 311 and second MG 312 are three-phase AC rotating electric machines. First MG 311 is coupled to sun gear 322 of power split device 310. Second MG 312 is provided such that the rotor rotates integrally with transmission member 206. The second MG 312 may be provided in any part constituting the power transmission path from the transmission member 206 to the rear wheel 700 that is the driving wheel.

  First MG 311 and second MG 312 are controlled so as to satisfy the target output torque of transmission 200 calculated from, for example, the accelerator opening and the vehicle speed, and to realize optimal fuel consumption in engine 100.

  The second transmission unit 400 includes three single-pinion type planetary gears 411 to 413 and five friction engagement elements of a C1 clutch 421, a C2 clutch 422, a B1 brake 431, a B2 brake 432, and a B3 brake 433.

  By engaging the friction engagement elements of the second transmission unit 400 in the combinations shown in the operation table shown in FIG. 3, five forward gears from the first gear to the fifth gear are formed in the transmission 200. .

  The frictional engagement element that is engaged when forming the fourth gear is the same as the frictional engagement element that is engaged when forming the fifth gear. That is, the gear ratio in the second transmission unit 400 is the same in the fourth gear and the fifth gear. However, the gear ratio in the first transmission unit 300 is different.

  When the fourth speed gear stage is formed, the first transmission unit 300 allows the rotation of the first MG 311 so that the engine speed and the rotation speed of the transmission member 206 are the same, and the gear ratio becomes “1”. On the other hand, when forming the fifth gear, the rotational speed of the first MG 311 is set to “0”, so that the rotational speed of the transmission member 206 is made higher than the engine rotational speed, and the transmission ratio is set to “1”. Is also made smaller.

  Shifting in transmission 200 is controlled based on, for example, a shift diagram shown in FIG. The shift map in the present embodiment is determined by using the target output torque calculated from the accelerator opening and the vehicle speed, and the vehicle speed as parameters. Note that the parameters of the shift map are not limited to these.

  A solid line in FIG. 4 is an upshift line, and a broken line is a downshift line. In FIG. 4, a region surrounded by a one-dot chain line indicates a region that travels using only the driving force of second MG 312 without using the driving force of engine 100.

  When shifting, the C1 clutch 421, the C2 clutch 422, the B1 brake 431, the B2 brake 432, and the B3 brake 433 are operated by hydraulic pressure. In the present embodiment, as shown in FIG. 5, the hybrid vehicle is provided with a hydraulic control device 900 that supplies / discharges hydraulic pressure to / from each friction engagement element and controls engagement / release.

  The hydraulic control apparatus 900 adjusts the hydraulic pressure generated by the mechanical oil pump 910, the electric oil pump 920, and the oil pumps 910 and 920 to the line pressure, and the hydraulic pressure adjusted using the line pressure as the original pressure. And a hydraulic circuit 930 that supplies oil for lubrication to an appropriate location.

  Mechanical oil pump 910 is a pump that is driven by engine 100 to generate hydraulic pressure. The mechanical oil pump 910 is arranged coaxially with the carrier 326 and is operated by receiving torque from the engine 100. That is, when the carrier 326 rotates, the mechanical oil pump 910 is driven, and hydraulic pressure is generated.

  On the other hand, the electric oil pump 920 is a pump driven by a motor (not shown). The electric oil pump 920 is attached to an appropriate location such as the outside of the case 202. Electric oil pump 920 is controlled by ECU 800 to generate a desired oil pressure. For example, the rotational speed of the electric oil pump 920 is feedback-controlled.

  The rotational speed of electric oil pump 920 is detected by rotational speed sensor 830, and a signal representing the detection result is transmitted to ECU 800. Further, the discharge pressure from the electric oil pump 920 is detected by the hydraulic sensor 832, and a signal indicating the detection result is transmitted to the ECU 800.

  The electric oil pump 920 is operated by electric power supplied from the battery 942 via the DC / DC converter 940. The electric power of the battery 942 is supplied to auxiliary equipment that operates with electric power, such as the electric power steering 950, in addition to the electric oil pump 920.

  The hydraulic circuit 930 includes a plurality of solenoid valves, switching valves, or pressure regulating valves (each not shown), and is configured to be able to electrically control pressure regulation and hydraulic supply / discharge. The control is performed by the ECU 800.

  In addition, check valves 912 and 922 that open at the discharge pressure of the oil pumps 910 and 920 and close in the opposite direction are provided on the discharge side of the oil pumps 910 and 920, and the hydraulic circuit 930 includes On the other hand, these oil pumps 910 and 920 are connected in parallel to each other. In addition, a valve (not shown) that regulates the line pressure increases the discharge amount to increase the line pressure, and conversely controls the line pressure to reduce the discharge amount to lower the line pressure. Is configured to do.

  With reference to FIG. 6, the function of ECU 800 serving as the control apparatus according to the present embodiment will be described. The functions of ECU 800 described below may be realized by hardware or may be realized by software.

  ECU 800 includes a first operation state detection unit 840, a second operation state detection unit 842, and a torque control unit 844. The first operating state detection unit 840 detects the operating state of the DC / DC converter 940. More specifically, the first operating state detection unit 840 detects whether or not the operation of the DC / DC converter 940 is restricted when the capacity of the DC / DC converter 940 is saturated.

  For example, when an electric load such as an electric power steering 950 and an electric load of the electric oil pump 920 overlap, it is detected that the capacity of the DC / DC converter 940 is saturated and the operation of the DC / DC converter 940 is limited. Is done.

  Second operation state detection unit 842 detects the operation state of electric oil pump 920. More specifically, the second operating state detection unit 842 detects whether the operation of the electric oil pump 920 is restricted and the discharge amount from the electric oil pump 920.

  For example, when the electric load of the electric oil pump 920 and an electric auxiliary machine such as the electric power steering 950 overlap, the capacity of the DC / DC converter 940 becomes saturated, and the operation of the DC / DC converter 940 is limited.

  When the operation of the DC / DC converter 940 is restricted, sufficient electric power cannot be supplied to the electric power steering 950, and therefore it is detected that the operation of the electric oil pump 920 is restricted.

  That is, the operating state of the electric oil pump 920 is detected based on the operating state of the electric auxiliary machine such as the electric power steering 950 or the operating state of the DC / DC converter 940.

  Torque control unit 844 controls the timing for increasing the output torque of engine 100 or second MG 312 when the accelerator opening increases. If the operation of the electric oil pump 920 is restricted and the discharge amount from the electric oil pump 920 is insufficient with respect to the oil discharge amount necessary for the operation of the transmission 200 (friction engagement element), the engine The engine 100 or the second MG 312 is controlled so that the timing for increasing the output torque of the 100 or the second MG 312 is delayed. Note that a discharge pressure may be used instead of the discharge amount.

  The oil discharge amount necessary for the operation of the transmission 200 is calculated, for example, according to a map having the target output torque of the engine 100, that is, the target input torque of the transmission 200 as a parameter.

  Further, as shown in FIG. 7, the oil discharge amount necessary for the operation of the transmission 200 depends on the type of shift in the second transmission unit 400 of the transmission 200 (combination of the gear stage before the shift and the gear stage after the shift). Calculated accordingly. Note that the method for calculating the necessary discharge amount is not limited to this. The same applies to the case where the discharge pressure is used instead of the discharge amount.

  The time for delaying the timing for increasing the output torque of engine 100 or second MG 312 (hereinafter also referred to as delay time) is the difference between the required discharge amount and the discharge amount from electric oil pump 920, as shown in FIG. That is, it is determined according to the shortage. The larger the deficiency, the longer the delay time. The delay time may be set according to the type of shift or the presence or absence of shift.

  With reference to FIG. 9, a control structure of a program executed by ECU 800 serving as the control apparatus according to the present embodiment will be described. The program described below is repeatedly executed at a predetermined cycle.

  In step (hereinafter, step is abbreviated as S) 100, ECU 800 determines whether or not the accelerator opening is increased. If the accelerator opening increases (YES in S100), the process proceeds to S110. Otherwise (NO in S100), this process ends.

  In S110, ECU 800 detects the operating state of DC / DC converter 940. That is, it is detected whether or not the operation of the DC / DC converter 940 is restricted when the capacity of the DC / DC converter 940 is saturated.

  In S120, ECU 800 detects the operating state of electric oil pump 920. That is, whether the operation of the electric oil pump 920 is restricted and the discharge amount from the electric oil pump 920 are detected.

  In S130, ECU 800 determines whether or not operation of electric oil pump 920 is restricted, that is, whether or not operation of DC / DC converter 940 is restricted. If operation of electric oil pump 920 is restricted (YES in S130), the process proceeds to S140. If not (NO in S130), the process proceeds to S190.

  In S140, ECU 800 calculates an oil discharge amount necessary for operation of transmission 200. In S150, ECU 800 determines whether or not the discharge amount of electric oil pump 920 is insufficient with respect to the discharge amount of oil necessary for operation of transmission 200. If the discharge amount of electric oil pump 920 is insufficient with respect to the discharge amount of oil necessary for operation of transmission 200 (YES in S150), the process proceeds to S160. If the discharge amount of electric oil pump 920 is not insufficient with respect to the discharge amount of oil necessary for operation of transmission 200 (NO in S150), the process proceeds to S190.

  In S160, ECU 800 sets a delay time. In S170, ECU 800 increases the rotational speed of first MG 311. In S180, ECU 800 determines whether or not a delay time has elapsed since it was determined that the accelerator opening was increased. If the delay time has elapsed (YES in S180), the process proceeds to S190. If not (NO in S180), the process returns to S180. In S190, ECU 100 increases the output torque of engine 100 or second MG 312.

  An operation of ECU 800 serving as the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  In the following description, as a result of a rapid increase in the accelerator opening while traveling using only the driving force from the second MG 312, the target output torque of the transmission 200 increases rapidly as indicated by the dashed arrow in FIG. 10. Then, it is assumed that engine 100 is started to increase the torque and downshift is performed.

  In this case, it is determined that the accelerator opening has increased at time T (1) in FIG. 11 (YES in S100). Therefore, it is necessary to increase the output torque of engine 100. At this time, if an auxiliary machine that operates with electric power such as the electric power steering 950 is operating, the capacity of the DC / DC converter 940 may be saturated. In this case, sufficient electric power cannot be supplied to the electric oil pump 920. Therefore, the amount of oil discharge necessary for the operation of the transmission 200 cannot be ensured, and the power transmission in the transmission 200 may be insufficient.

  In order to detect such a state, the operating state of the DC / DC converter 940 is detected (S110). Furthermore, the operating state of the electric oil pump 920, that is, whether the operation of the electric oil pump 920 is restricted and the discharge amount from the electric oil pump 920 are detected (S120).

  If the operation of electric oil pump 920 is not restricted (NO in S130), that is, if the operation of DC / DC converter 940 is not restricted, it can be said that the discharge amount of electric oil pump 920 is sufficient. In this case, engine 100 is started and the output torque is quickly increased (S190).

  On the other hand, when the operation of electric oil pump 920 is restricted (YES in S130), that is, when the operation of DC / DC converter 940 is restricted, the discharge amount of electric oil pump 920 is insufficient. Therefore, the oil discharge amount required for the operation of the transmission 200 is calculated (S140).

  If the discharge amount of electric oil pump 920 is not insufficient with respect to the discharge amount of oil necessary for operation of transmission 200 (NO in S150), engine 100 is started and the output torque is quickly increased ( S190).

  On the other hand, as shown in FIG. 12, when the discharge amount of electric oil pump 920 is insufficient with respect to the discharge amount of oil necessary for operation of transmission 200 (YES in S150), friction engagement element in transmission 200 is obtained. The engagement force cannot be increased sufficiently.

  When the output torque of the engine 100 is increased in this state, the mechanical oil pump 910 is driven by the engine 100. As a result, the friction engagement element is engaged in a state where the output torque of the engine 100 is large. In this case, the shift shock can be increased.

  Therefore, if the discharge amount of electric oil pump 920 is insufficient with respect to the discharge amount of oil necessary for operation of transmission 200 (YES in S150), in order to delay the timing at which output torque of engine 100 increases, A delay time is set (S160).

  Without increasing the output torque of engine 100, that is, without starting engine 100, the rotation speed of first MG 311 is increased at time T (1) in FIG. 11 (S170). When the rotation speed of first MG 311 increases, carrier 326 in power split mechanism 310 of transmission 200 is rotated. Therefore, the engine speed increases and the discharge amount of the mechanical oil pump 910 increases.

  If it is determined that the accelerator opening has increased and a delay time elapses at time T (2) in FIG. 11 (YES in S180), the amount of discharge required for operation of transmission 200 is set as shown in FIG. It can be said that the discharge amount from the electric oil pump 920 and the discharge amount from the mechanical oil pump 910 are satisfactory.

  Therefore, when the delay time has elapsed (YES in S180), engine 100 is started and the output torque is increased (S190). Thereby, the output torque of engine 100, that is, the input torque of transmission 200, can be increased in a state where the engagement force of the friction engagement element is sufficient. Therefore, the shift shock can be reduced.

  As described above, according to the ECU that is the control device according to the present embodiment, the operation of the electric oil pump is limited, and the discharge of the electric oil pump is performed with respect to the oil discharge amount necessary for the operation of the transmission If the amount is insufficient, the timing for increasing the output torque of the engine is delayed. As a result, the output torque of the engine can be increased after a time necessary for supplementing the discharge amount using a mechanical oil pump different from the electric oil pump has elapsed. Therefore, shock can be reduced.

  In addition, instead of making it possible to form five forward gears in the transmission 200, four forward gears from the first gear to the fourth gear may be formed. When the transmission 200 is configured so that four forward gears can be formed, as shown in FIG. 14, the second transmission unit 400 includes two single-pinion type planetary gears 441 and 442, and C1 clutches 451 and C2. 4 friction engagement elements of the clutch 452, the B1 brake 461, and the B2 brake 462.

  By engaging the friction engagement elements in the combinations shown in the operation table shown in FIG. 15, four forward gears from the first gear to the fourth gear are formed.

  The friction engagement element that is engaged when forming the third speed gear stage is the same as the friction engagement element that is engaged when forming the fourth speed gear stage. That is, the gear ratio in the second transmission unit 400 is the same between the third gear and the fourth gear. However, the gear ratio in the first transmission unit 300 is different.

  When the third speed gear stage is formed, the first transmission unit 300 allows the first MG 311 to rotate, the engine speed and the transmission member 206 become the same, and the speed ratio becomes “1”. On the other hand, when forming the fourth gear, the rotational speed of the first MG 311 is set to “0”, so that the rotational speed of the transmission member 206 is made higher than the engine speed, and the transmission ratio is set to “1”. Is also made smaller. Shifting in transmission 200 is controlled based on, for example, a shift diagram shown in FIG.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the hybrid vehicle carrying the control apparatus which concerns on embodiment of this invention. FIG. 3 is a first diagram illustrating a transmission. It is a figure (the 1) which shows an operation | movement table | surface. FIG. 3 is a diagram (part 1) illustrating a shift diagram. It is a figure which shows a hydraulic control apparatus. It is a functional block diagram of ECU. It is a figure which shows the discharge amount of the oil required for the action | operation of a transmission. It is a figure which shows the relationship between deficiency and delay time. It is a figure which shows the control structure of the program which ECU performs. It is a figure which shows the state from which the target output torque of the transmission 200 changed. It is a timing chart which shows transition, such as the number of rotations of the 1st MG. It is a figure which shows the discharge amount of the oil required for the action | operation of a transmission, and the discharge amount of an electric oil pump. It is a figure which shows the discharge amount of the oil required for the action | operation of a transmission, the discharge amount of an electric oil pump, and the discharge amount of a mechanical oil pump. FIG. 6 is a second diagram illustrating the transmission. It is a figure (the 2) which shows an operation | movement table | surface. It is a figure (the 2) which shows a shift map.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 100 Engine, 200 Transmission, 300 1st transmission part, 310 Power division mechanism, 311 1st MG, 312 2nd MG, 400 2nd transmission part, 800 ECU, 802 ROM, 840 1st operation state detection part, 842 2nd operation state Detection unit, 844 engine control unit, 900 hydraulic control device, 910 mechanical oil pump, 920 electric oil pump, 930 hydraulic circuit, 940 DC / DC converter, 942 battery, 950 electric power steering.

Claims (18)

A vehicle control device including a drive source and an electric oil pump,
Detecting means for detecting an operating state of the electric oil pump;
And a control means for controlling the drive source so that an output torque increases at a timing according to an operating state of the electric oil pump.   2. The vehicle control device according to claim 1, wherein the detection unit includes a unit for detecting an operation state of the electric oil pump based on an operation state of a device that supplies electric power to the electric oil pump.   The vehicle control device according to claim 2, wherein the detection unit includes a unit for detecting that the operation of the electric oil pump is limited when the operation of the device is limited.   The control means includes means for controlling the drive source such that when the operation of the electric oil pump is restricted, the timing at which the output torque increases is delayed compared to when the operation is not restricted, The vehicle control device according to claim 3.   The vehicle control device according to claim 1, wherein the detection unit includes a unit for detecting at least one of a discharge amount and a discharge pressure from the electric oil pump.   The control means includes means for controlling the drive source such that the timing at which the output torque increases becomes slower as at least one of the discharge amount and the discharge pressure from the electric oil pump is lower. The vehicle control device according to claim 5. A vehicle control device equipped with an electric oil pump,
Detecting means for detecting an operating state of the electric oil pump;
Means for changing the rising timing of the torque of the drive source in accordance with the operating state of the electric oil pump.   The vehicle control device according to claim 7, wherein the detection unit includes a unit for detecting an operation state of the electric oil pump based on an operation state of an electric auxiliary machine different from the electric oil pump. A vehicle control method comprising a drive source and an electric oil pump,
Detecting an operating state of the electric oil pump;
Controlling the drive source so that the output torque increases at a timing according to the operating state of the electric oil pump.   The step of detecting the operating state of the electric oil pump includes the step of detecting the operating state of the electric oil pump based on an operating state of a device that supplies electric power to the electric oil pump. Vehicle control method.   The step of detecting the operation state of the electric oil pump includes a step of detecting that the operation of the electric oil pump is restricted when the operation of the device is restricted. Vehicle control method.   The step of controlling the drive source includes the step of controlling the drive source so that the timing at which the output torque increases is delayed when the operation of the electric oil pump is limited, compared to when the operation is not limited. The vehicle control method according to claim 11, further comprising:   The vehicle control method according to claim 9, wherein the step of detecting the operating state of the electric oil pump includes a step of detecting at least one of a discharge amount and a discharge pressure from the electric oil pump.   The step of controlling the drive source is a step of controlling the drive source such that the timing at which the output torque increases becomes slower as at least one of the discharge amount and the discharge pressure from the electric oil pump is lower. The vehicle control method according to claim 13, comprising: A vehicle control device equipped with an electric oil pump,
Detecting an operating state of the electric oil pump;
And a step of changing the rising timing of the torque of the drive source in accordance with the operating state of the electric oil pump.   The step of detecting the operating state of the electric oil pump includes the step of detecting the operating state of the electric oil pump based on an operating state of an electric auxiliary machine different from the electric oil pump. Vehicle control device.   The program which makes a computer implement | achieve the control method in any one of Claims 9-16.   The computer-readable recording medium which recorded the program which makes a computer implement | achieve the control method in any one of Claims 9-16.

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