JP6936711B2 - Vehicle control device and vehicle control method - Google Patents

Description

The present invention relates to a vehicle control device and a vehicle control method.

Patent Document 1 discloses that in a continuously variable transmission with an auxiliary transmission mechanism, coordinated shift control for controlling the gear ratio of a variator and the gear ratio of the auxiliary transmission mechanism in opposite directions is performed. Further, Patent Document 1 discloses that the torque of the engine is increased in the torque phase when the coordinated shift control is performed.

International Publication No. 2015/60051

In the transmission described in Patent Document 1, when a torque increase request is issued to the engine, there may be a lag before the torque increase of the engine is actually started in response to the torque increase request. When such a lag occurs, a shock may occur due to insufficient torque increase amount. Therefore, there is room for further improvement.

The present invention has been made in view of such technical problems, and an object of the present invention is to provide a vehicle control device and a vehicle control method capable of further suppressing the occurrence of a shock when performing coordinated shift control.

The vehicle control device of an aspect of the present invention is a power source in which an engine, a variator, an auxiliary transmission mechanism connected to the variator, and drive wheels connected to the engine via the variator and the auxiliary transmission mechanism are arranged. It controls a vehicle having a transmission path and a rotary electric machine capable of transmitting power to the power transmission path. Further, the vehicle control device has a control unit that executes coordinated shift control that downshifts the variator when the auxiliary transmission mechanism is upshifted, and the control unit is used to power the engine in the torque phase during the coordinated shift control. In addition, torque-up control that applies the power of the rotary electric machine to the power transmission path is executed , the control unit reduces the output torque of the rotary electric machine during the inertia phase during the coordinated shift control, and the control unit reduces the output torque of the rotary electric machine during the inertia phase. If the downshift is delayed, the reduction rate of the output torque of the rotary electric machine is reduced.

According to this aspect, in the torque phase during the coordinated shift control, the power of the rotary electric machine is applied to the power transmission path in addition to the power of the engine, so that the response delay of the engine can be compensated. As a result, the shock at the time of coordinated shift control can be suppressed more appropriately as compared with the case where the torque increase control is performed only by the engine.

It is a figure which shows the main part of the vehicle provided with the control device which concerns on this embodiment. It is a block diagram of the control device which concerns on this embodiment. It is a figure which shows the flowchart of the torque up control which concerns on this embodiment. It is a map referred to in the torque up control which concerns on this embodiment. It is a figure which shows the timing chart of the cooperative shift control and torque up control which concerns on this embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a diagram showing a main part of a vehicle 100 including a controller 10 as a control device. The vehicle 100 includes an engine 1, a torque converter 2, a variator 20, an auxiliary transmission mechanism 30, an axle portion 4, a drive wheel 5, a BSG (BELT STARTER GENERETOR) motor 6 as a rotary electric machine, and an inverter 7. , A battery 8, an oil pump 9, a controller 10, and a hydraulic control circuit 11.

The engine 1 is an internal combustion engine that uses gasoline, light oil, or the like as fuel, and functions as a driving source for traveling. The engine 1 is controlled in rotation speed, torque, and the like based on a command from the controller 10.

The torque converter 2 transmits power via a fluid. In the torque converter 2, the power transmission efficiency can be improved by engaging the lockup clutch 2a. The variator 20 and the auxiliary transmission mechanism 30 output the input rotation speed at a rotation speed according to the gear ratio. The axle portion 4 includes a reduction gear, a differential device, and a drive axle. The power of the engine 1 is transmitted to the drive wheels 5 via a power transmission path composed of a torque converter 2, a variator 20, an auxiliary transmission mechanism 30, and an axle portion 4.

The variator 20 includes a primary pulley 21, a secondary pulley 22, and a belt 23. The variator 20 constitutes a belt-type continuously variable transmission mechanism that changes the winding diameter of the belt 23 by changing the groove widths of the primary pulley 21 and the secondary pulley 22, respectively. In the following, the primary will be referred to as PRI and the secondary will be referred to as SEC.

The PRI pulley 21 has a fixed pulley 21a, a movable pulley 21b, and a PRI chamber 21c. In the PRI pulley 21, the PRI pressure is supplied to the PRI chamber 21c. By controlling the PRI pressure, the movable pulley 21b operates and the groove width of the PRI pulley 21 is changed.

The SEC pulley 22 has a fixed pulley 22a, a movable pulley 22b, and an SEC chamber 22c. In the SEC pulley 22, the SEC pressure is supplied to the SEC chamber 22c. By controlling the SEC pressure, the movable pulley 22b operates and the groove width of the SEC pulley 22 is changed.

The belt 23 has a V-shaped sheave surface formed by the fixed pulley 21a and the movable pulley 21b of the PRI pulley 21, and a V-shape formed by the fixed pulley 22a and the movable pulley 22b of the SEC pulley 22. Wrapped around the sheave surface.

The input torque from the engine 1 is input to the belt 23. The support of the belt 23 is secured by the belt holding force, which is the hydraulic support force generated by the SEC pressure supplied to the SEC chamber 22c.

The sub-transmission mechanism 30 is a stepped transmission mechanism and has two forward gears and one reverse gear. The auxiliary transmission mechanism 30 has a first speed and a second speed having a gear ratio smaller than that of the first speed as a forward speed change stage. The auxiliary transmission mechanism 30 is provided in series with the output side of the variator 20 in the power transmission path from the engine 1 to the drive wheels 5. The auxiliary transmission mechanism 30 may be directly connected to the variator 20 or may be indirectly connected to the variator 20 via another configuration such as a gear train.

The auxiliary transmission mechanism 30 constitutes the automatic transmission mechanism 3 together with the variator 20. The variator 20 and the auxiliary transmission mechanism 30 may be structurally configured as separate transmission mechanisms.

The BSG motor 6 functions as a generator when it receives rotational energy from the engine 1. The electric power generated in this way is charged to the battery 8 through the inverter 7. Further, the BSG motor 6 operates as an electric motor that receives electric power from the battery 8 and is rotationally driven, and functions as a motor auxiliary drive source that assists the driving force of the engine 1. Further, the BSG motor 6 also has a function of rotationally driving the crankshaft of the engine 1 to restart the engine 1 when the engine 1 is restarted during idling stop control.

The oil pump 9 is driven by the engine 1 to discharge oil. The oil discharged from the oil pump 9 is supplied to the variator 20, the auxiliary transmission mechanism 30, and the like through the hydraulic control circuit 11.

The hydraulic control circuit 11 adjusts the pressure of the oil discharged by the oil pump 9 and transmits it to each part of the variator 20 and the auxiliary transmission mechanism 30. In the hydraulic control circuit 11, the line pressure, the PRI pressure, the SEC pressure, and the fastening pressure of each fastening element of the auxiliary transmission mechanism 30 are adjusted.

The controller 10 is composed of a microcomputer including a central arithmetic unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The controller 10 can also be composed of a plurality of microcomputers. Specifically, the controller 10 can also be configured by an ATCU that controls the automatic transmission mechanism 3, an SCU that controls the shift range, an ECU that controls the engine 1, and the like. The control unit that executes the coordinated shift control and torque-up control described later in the controller 10 and the units associated therewith (such as the deceleration calculation unit 51) have the functions of the controller 10 as virtual units. It does not mean a physical existence.

The controller 10 includes an input-side rotation speed sensor 41 for detecting the input-side rotation speed of the variator 20, an output-side rotation speed sensor 42 for detecting the output-side rotation speed of the variator 20, and an auxiliary speed change mechanism 30. A signal from the rotation speed sensor 43 that detects the rotation speed on the output side is input. In addition, signals from the accelerator opening sensor 44, the brake sensor 45, the pressure sensor 46, the inhibitor switch 47, the engine rotation speed sensor 48, the oil temperature sensor 49, the vehicle speed sensor 50, and the like are also input to the controller 10.

The accelerator opening sensor 44 detects an accelerator opening APO that represents the amount of operation of the accelerator pedal. The accelerator opening APO is an index of the acceleration request by the driver. The brake sensor 45 detects whether or not the brake pedal is depressed. Depressing the brake pedal is an indicator of the driver's request for deceleration. The brake sensor 45 may detect the brake pedal force, which represents the brake pedal force. The pressure sensor 46 detects the actual pressure of the SEC pressure. The inhibitor switch 47 detects the position of the select lever. The engine rotation speed sensor 48 detects the rotation speed Ne of the engine 1. The oil temperature sensor 49 detects the oil temperature of the automatic transmission mechanism 3.

The controller 10 generates a shift control signal based on these signals, and outputs the generated shift control signal to the flood control circuit 11. The hydraulic control circuit 11 controls the line pressure PL, the PRI pressure, the SEC pressure, and the fastening pressure of each fastening element of the auxiliary shifting mechanism 30 based on the shift control signal from the controller 10, and switches the hydraulic path. As a result, the oil pressure according to the shift control signal is supplied from the hydraulic control circuit 11 to each part of the variator 20 and the auxiliary transmission mechanism 30, and the gear ratio of the variator 20 and the auxiliary transmission mechanism 30 is the gear ratio corresponding to the shift control signal. That is, it is changed to the target gear ratio.

In the vehicle 100, coordinated shift control is performed in which the variator 20 and the auxiliary transmission mechanism 30 simultaneously shift in opposite directions. The cooperative shift control synchronizes the shift timings of the variator 20 and the auxiliary shift mechanism 30 and changes the shift ratios of the auxiliary shift mechanism 30 and the variator 20 in opposite directions when changing the shift stage of the auxiliary shift mechanism 30. It is a shift. By performing this coordinated shift control, it is possible to alleviate the shock associated with the shift of the auxiliary transmission mechanism 30.

When the auxiliary transmission mechanism 30 is changed from the first speed to the second speed during the execution of the cooperative shift control, a temporary negative acceleration in the front-rear direction of the vehicle 100 (hereinafter referred to as "pull G" or "deceleration"). ) Acts, and a shock may occur. Therefore, the controller 10 increases the torque by the engine 1 to suppress the shock. However, when the torque is increased by the engine 1, the torque increase capacity may be insufficient or the response delay of the torque increase may occur. Therefore, it cannot be said that the countermeasure against the pull G is sufficient only by increasing the torque by the engine 1. Therefore, in the vehicle 100, in order to suppress the pull G generated during the coordinated shift control, the engine 1 and the BSG motor 6 execute torque-up control for applying torque on the power transmission path. The torque-up control executed by the controller 10 will be described below.

As shown in FIG. 2, the controller 10 includes a deceleration calculation unit 51 for calculating deceleration, a maximum torque calculation unit 52 for calculating the maximum output torque of the BSG motor 6, and torque distribution for calculating the torque distribution amount. The amount calculation unit 53, the motor required torque calculation unit 54 that calculates the required torque for the BSG motor 6, the engine required torque calculation unit 55 that calculates the required torque for the engine 1, and the speed change that calculates the gear ratio of the variator 20. It includes a ratio calculation unit 56, a motor drive control unit 57 that controls the drive of the BSG motor 6, and an engine drive control unit 58 that controls the drive of the engine 1.

The deceleration calculation unit 51 includes the vehicle speed detected by the vehicle speed sensor 50, the accelerator opening detected by the accelerator opening sensor 44, and the rotation speed on the input side of the variator 20 detected by the input side rotation speed sensor 41. Based on the engine rotation speed detected by the engine rotation speed sensor 48, the deceleration expected to occur at the time of shifting of the auxiliary transmission mechanism 30 (hereinafter, referred to as "expected deceleration") is calculated.

The maximum torque calculation unit 52 calculates the maximum torque that can be output from the BSG motor 6 based on the engine rotation speed detected by the engine rotation speed sensor 48 and the remaining capacity of the battery 8 detected by the SOC sensor 8a. ..

The torque distribution amount calculation unit 53 determines the engine 1 and the BSG motor 6 based on the deceleration calculated by the deceleration calculation unit 51 and the maximum output torque of the BSG motor 6 calculated by the maximum torque calculation unit 52. Calculates the distribution amount of torque increase output by.

The motor required torque calculation unit 54 calculates the gear ratio of the variator 20 based on the input side rotation speed sensor 41 and the output side rotation speed sensor 42. Further, the motor required torque calculation unit 54 calculates the required torque for the BSG motor 6 based on the gear ratio of the variator 20 and the torque increase distribution amount calculated by the torque distribution amount calculation unit 53.

The engine required torque calculation unit 55 calculates the gear ratio of the variator 20 based on the input side rotation speed sensor 41 and the output side rotation speed sensor 42. Further, the engine required torque calculation unit 55 calculates the required torque to the engine 1 based on the gear ratio of the variator 20 and the torque distribution amount by the torque distribution amount calculation unit 53.

The motor drive control unit 57 controls the BSG motor 6 based on the required torque calculated by the motor required torque calculation unit 54. Further, the engine drive control unit 58 controls the engine 1 based on the required torque calculated by the engine required torque calculation unit 55.

Next, the torque-up control executed by the controller 10 will be specifically described with reference to the flowchart shown in FIG.

First, in step S1, the controller 10 calculates the deceleration. Specifically, the deceleration calculation unit 51 calculates the expected deceleration.

In step S2, the controller 10 calculates the maximum torque of the BSG motor 6. Specifically, the maximum torque calculation unit 52 calculates the maximum torque that can be output from the BSG motor 6.

In step S3, the controller 10 calculates the torque distribution amount. Specifically, first, the torque distribution amount calculation unit 53 calculates the torque increase amount (required torque increase amount) according to the expected deceleration calculated by the deceleration calculation unit 51. Then, the torque distribution amount calculation unit 53 refers to the map shown in FIG. 4 and determines the ratio of the torque output by the engine 1 and the BSG motor 6 according to the engine rotation speed Ne. After that, the torque distribution amount calculation unit 53 calculates the respective torques finally output by the engine 1 and the BSG motor 6 from the calculated required torque increase amount and the torque ratio. When the required torque increase amount can be supplemented only by the maximum output torque of the BSG motor 6 calculated by the maximum torque calculation unit 52, the torque increase of the engine 1 is prohibited, and the torque is applied only by the BSG motor 6. It may be applied to the power transmission path.

The BSG motor 6 does not have as much torque as the high rotation speed. Therefore, as shown in the map of FIG. 4, the faster the input rotation speed, the smaller the torque ratio of the BSG motor 6, and conversely, the slower the input rotation speed, the larger the torque ratio of the BSG motor 6. ..

In step S4, the controller 10 requests the BSG motor 6 and the engine 1 to increase the torque. Specifically, the motor required torque calculation unit 54 is based on the gear ratio of the variator 20 calculated by the gear ratio calculation unit 56 and the torque increase amount by the BSG motor 6 calculated by the torque distribution amount calculation unit 53. Then, the torque actually output to the BSG motor 6 (motor required torque) is calculated.

Similarly, the engine required torque calculation unit 55 is based on the gear ratio of the variator 20 calculated by the gear ratio calculation unit 56 and the torque increase amount by the engine 1 calculated by the torque distribution amount calculation unit 53. Calculate the torque (engine required torque) to be actually output to 1.

In step S5, the torque of the BSG motor 6 and the engine 1 is increased. Specifically, the motor drive control unit 57 and the engine drive control unit 58 control the BSG motor 6 and the engine 1 so as to output the motor required torque and the engine required torque calculated in step S4. At this time, first, the BSG motor 6 is driven to apply torque to the power transmission path, and then the engine 1 applies torque to the power transmission path.

Next, the coordinated shift control and the torque-up control will be described with reference to the time chart shown in FIG. FIG. 5 is a time chart of the auxiliary transmission mechanism 30 at the time of upshift (that is, 1-2 shift).

As shown in FIG. 5, the shift of the auxiliary transmission mechanism 30 is composed of four phases of a preparation phase, a torque phase, an inertia phase, and an end phase, and the upshift is performed in this order.

When the cooperative shift control is started (time t1), as a preparatory phase, the second-speed friction fastening element (not shown) in the auxiliary transmission mechanism 30 is precharged with hydraulic pressure, and the first-speed friction fastening element (not shown) is precharged. Reduce the oil pressure to (not shown). Specifically, the controller 10 controls the hydraulic control circuit 11 to increase the hydraulic pressure supplied to the second-speed friction fastening element (not shown), and the hydraulic pressure of the first-speed friction fastening element (not shown). To reduce. The fastening pressure (hydraulic pressure) shown in FIG. 5 indicates the indicated pressure from the controller 10 and does not indicate the actual fastening pressure (hydraulic pressure).

The controller 10 controls the hydraulic control circuit 11 so that a high pressure is temporarily supplied to the friction fastening element of the second speed as a precharge. As a result, it is possible to speed up the rise of the fastening operation in the second-speed friction fastening element.

The cooperative shift control shifts to the torque phase when the preparation phase ends (time t2). In the torque phase, the oil pressure to the friction fastening element of the 2nd speed is further increased, the oil pressure to the friction fastening element of the 1st speed is further lowered, and the shift stage responsible for torque transmission is shifted from the 1st speed to the 2nd speed. The torque phase ends when a predetermined time has elapsed from the start (time t4).

When the torque phase is started, the controller 10 starts torque-up control. Specifically, the controller 10 issues a command to increase the torque of the BSG motor 6 and the engine 1 based on the required torque calculated by the motor required torque calculation unit 54 and the engine required torque calculation unit 55 as described above. Output.

Since the response of the engine 1 has a lag, the torque is increased only by the torque of the BSG motor 6 in the initial stage in the torque phase. After that, when the torque of the engine 1 starts to increase (time t3), the controller 10 gradually decreases the torque of the BSG motor 6. By doing so, the increase in torque increase can be smoothed.

The controller 10 controls the BSG motor 6 and the engine 1 so that the torques of the BSG motor 6 and the engine 1 are the torque ratio calculated by the torque distribution amount calculation unit 53, and the sum of these is the required torque increase amount. ..

As shown in FIG. 5, the pull G becomes large from the transition from the preparation phase to the torque phase, and becomes maximum at the transition from the torque phase to the inertia phase. Therefore, the controller 10 sets the BSG motor 6 and the engine 1 so that the torque increase amount becomes the required torque increase amount (motor required torque and engine required torque) when shifting from the torque phase to the inertia phase (time t4). Control. As a result, the pull G generated during the coordinated shift control can be appropriately suppressed.

At time t4, the coordinated shift control shifts from the torque phase to the inertia phase. In the inertia phase, the gear ratio of the auxiliary transmission mechanism 30 (hereinafter referred to as the auxiliary gear ratio) is smoothly changed from the gear ratio of the 1st speed (pre-shift gear) to the gear ratio of the 2nd gear (post-transmission gear). This is a phase in which the variator 20 shifts in the direction opposite to the shifting direction of the auxiliary transmission mechanism 30 (from the High side to the Low side).

When shifting to the inertia phase, the controller 10 controls the hydraulic control circuit 11 to further increase the oil pressure to the second-speed friction fastening element and further decrease the oil pressure to the first-speed friction fastening element. At the same time, the shift of the variator 20 is started. The speed change speed of the variator 20 is about the same as the speed change speed of the auxiliary transmission mechanism 30, and the speed change is performed so as to be opposite to each other.

In the inertia phase, the controller 10 gradually reduces the torque output from the BSG motor 6 and the engine 1.

When the shift of the auxiliary transmission mechanism 30 is completed (time t5), the inertia phase ends and the phase shifts to the end phase. The end of the inertia phase, that is, the end of the shift of the auxiliary transmission mechanism 30, is based on, for example, the rotation speed detected by the output side rotation speed sensor 42, the vehicle speed detected by the vehicle speed sensor 50, and the gear ratio. Judged.

In the end phase, the controller 10 controls the hydraulic control circuit 11 to completely release the 1st speed fastening element by setting the oil pressure to the 1st speed fastening element to 0 and raise the oil pressure to the 2nd speed fastening element. Completely fasten the 2nd speed fastening element. The end phase starts from the end time of the inertia phase (time t5) and ends when a predetermined time elapses from the start (time t6). As a result, the auxiliary transmission mechanism 30 is completely switched to the second speed.

In the torque increase control of the present embodiment, the response delay of the engine 1 can be compensated by performing the torque increase by the BSG motor 6 in addition to the torque increase by the engine 1. As a result, the shock due to the pull G during the coordinated shift control can be suppressed more appropriately than in the case where the torque-up control is performed only by the engine 1.

Further, since the torque control accuracy of the engine 1 is lower than the torque control accuracy of the BSG motor 6, the overall control accuracy is improved by performing torque-up control using the BSG motor 6 in addition to the engine 1. be able to.

In the above embodiment, it is conceivable that the required torque increase amount is generated only by the torque of the BSG motor 6, but since the engine 1 runs using the torque of the engine 1 after the coordinated shift control, the engine 1 is in the coordinated shift control. It is preferable that it is also moving. Further, if the required torque increase amount is generated only by the torque of the BSG motor 6, the BSG motor 6 becomes large. Therefore, it is preferable to use the engine 1 and the BSG motor 6 together.

In the inertia phase in the coordinated shift control, the output torque of the BSG motor 6 is reduced. However, if the downshift of the variator 20 is delayed due to insufficient oil pressure, for example, during the inertia phase, the output torque of the BSG motor 6 is reduced. The rate of decrease may be reduced. If the downshift of the variator 20 is delayed during the inertia phase, the torque transmitted to the drive wheels 5 via the variator 20 becomes insufficient. Therefore, this shortage can be compensated by reducing the reduction rate of the output torque of the BSG motor 6. As a result, the occurrence of shock can be suppressed. The downshift delay of the variator 20 can be determined, for example, by detecting the actual gear ratio after a predetermined time after the target gear ratio reaches a predetermined value.

The configuration, operation, and effect of the embodiment of the present invention configured as described above will be collectively described.

The vehicle 100 is powered by an engine 1, a variator 20, an auxiliary transmission mechanism 30 connected to the variator 20, and a drive wheel 5 connected to the engine 1 via the variator 20 and the auxiliary transmission mechanism 30. It has a transmission path and a BSG motor 6 capable of transmitting power to the power transmission path.

The controller 10 that controls the vehicle 100 executes coordinated shift control that downshifts the variator 20 when the auxiliary transmission mechanism 30 is upshifted. Further, the controller 10 executes torque-up control for giving the power (torque) of the BSG motor 6 to the power transmission path in addition to the power (torque) of the engine 1 in the torque phase during the coordinated shift control.

In the torque phase during coordinated shift control, torque is applied to the power transmission path by the BSG motor 6 in addition to the torque of the engine 1, so that the response delay of the engine 1 can be compensated. As a result, the shock due to the pull G during the coordinated shift control can be suppressed more appropriately than in the case where the torque-up control is performed only by the engine 1 (effects according to claims 1 and 5).

The controller 10 controls the vehicle 100 to run by the power of the engine 1 after the coordinated shift control.

Since the vehicle 100 is driven by the power of the engine 1, the BSG motor 6 can be miniaturized (effect according to claim 2).

The controller 10 reduces the output torque of the BSG motor 6 during the inertia phase during coordinated shift control. Further, if the downshift of the variator 20 is delayed during the inertia phase, the controller 10 reduces the reduction rate of the output torque of the BSG motor 6.

If the downshift of the variator 20 is delayed during the inertia phase, the torque transmitted to the drive wheels 5 via the variator 20 becomes insufficient. Therefore, this shortage can be compensated by reducing the reduction rate of the output torque of the BSG motor 6. As a result, the occurrence of shock can be suppressed (effect according to claim 3).

The controller 10 increases the torque of the BSG motor 6 and starts increasing the torque of the engine 1 during the torque phase. Further, when the controller 10 determines that the required torque can be obtained only by increasing the output torque of the BSG motor 6, the controller 10 prohibits the increase in the torque of the engine 1.

In the torque phase, the engine torque and the motor torque are increased from the state in which the engine 1 outputs a predetermined torque. When the required torque increase range is less than the maximum output torque of the BSG motor 6, only the torque of the BSG motor 6 is increased while the engine 1 is maintained at a predetermined torque. Since the torque control accuracy of the engine 1 is lower than the torque control accuracy of the BSG motor 6, the overall control accuracy can be improved by performing such control (effect according to claim 4).

Although the embodiments of the present invention have been described above, the above embodiments are only a part of the application examples of the present invention, and the purpose of limiting the technical scope of the present invention to the specific configurations of the above embodiments. is not it.

For example, when it is difficult to generate the torque of the engine 1 at high altitudes or at high temperatures, the torque ratio of the BSG motor 6 may be increased.

When the accelerator is depressed, the amount of downshift of the variator 20 increases, so that a pull G due to the inertia torque occurs. Therefore, when the accelerator is depressed during the inertia phase, the reduction rate of the output torque of the BSG motor 6 may be reduced.

The auxiliary transmission mechanism 30 may be provided at any position. Further, although the BSG motor 6 has been described as an example of the rotary electric machine for increasing the torque, any rotary electric machine may be used as long as it can apply torque to the power transmission path.

1 Engine 2 Torque converter 3 Automatic transmission mechanism 5 Drive wheels 6 BSG motor (rotary electric machine)
10 Controller (control device, control unit)
20 Variator 30 Auxiliary transmission mechanism 41 Input side rotation speed sensor 42 Output side rotation speed sensor 44 Accelerator opening sensor 48 Engine rotation speed sensor 50 Vehicle speed sensor 100 Vehicle

Claims (5)

A power transmission path in which an engine, a variator, an auxiliary transmission mechanism connected to the variator, and a drive wheel connected to the engine via the variator and the auxiliary transmission mechanism are arranged.
A vehicle control device that controls a vehicle having a rotary electric machine capable of transmitting power to the power transmission path.
It has a control unit that executes coordinated shift control that downshifts the variator when the auxiliary transmission mechanism is upshifted.
In the torque phase during the coordinated shift control, the control unit executes torque-up control that applies the power of the rotary electric machine to the power transmission path in addition to the power of the engine .
The control unit reduces the output torque of the rotary electric machine during the inertia phase during the coordinated shift control.
The control unit is a vehicle control device, characterized in that if the downshift of the variator is delayed during the inertia phase, the reduction rate of the output torque of the rotary electric machine is reduced. A power transmission path in which an engine, a variator, an auxiliary transmission mechanism connected to the variator, and a drive wheel connected to the engine via the variator and the auxiliary transmission mechanism are arranged.
A vehicle control device that controls a vehicle having a rotary electric machine capable of transmitting power to the power transmission path.
It has a control unit that executes coordinated shift control that downshifts the variator when the auxiliary transmission mechanism is upshifted.
In the torque phase during the coordinated shift control, the control unit executes torque-up control that applies the power of the rotary electric machine to the power transmission path in addition to the power of the engine.
During the torque phase, the control unit increases the torque of the rotary electric machine and starts increasing the torque of the engine.
The control unit is a vehicle control device, characterized in that, when it is determined that a required torque can be obtained only by increasing the output torque of the rotary electric machine, the increase in the torque of the engine is prohibited. In the vehicle control device according to claim 1 or 2.
The control unit is a vehicle control device, characterized in that the vehicle is driven by the power of the engine after the coordinated shift control. A power transmission path in which an engine, a variator, an auxiliary transmission mechanism connected to the variator, and a drive wheel connected to the engine via the variator and the auxiliary transmission mechanism are arranged.
A vehicle control method for controlling a vehicle having a rotary electric machine capable of transmitting power to the power transmission path.
When the auxiliary transmission mechanism is upshifted, the coordinated shift control for downshifting the variator is executed.
In the torque phase during the coordinated shift control, torque-up control is executed to apply the power of the rotary electric machine to the power transmission path in addition to the power of the engine.
During the inertia phase during the coordinated shift control, the output torque of the rotary electric machine is reduced.
A vehicle control method, characterized in that when the downshift of the variator is delayed during the inertia phase, the reduction rate of the output torque of the rotary electric machine is reduced. A power transmission path in which an engine, a variator, an auxiliary transmission mechanism connected to the variator, and a drive wheel connected to the engine via the variator and the auxiliary transmission mechanism are arranged.
A vehicle control method for controlling a vehicle having a rotary electric machine capable of transmitting power to the power transmission path.
When the auxiliary transmission mechanism is upshifted, the coordinated shift control for downshifting the variator is executed.
In the torque phase during the coordinated shift control, torque-up control is executed to apply the power of the rotary electric machine to the power transmission path in addition to the power of the engine.
During the torque phase, the torque of the rotary electric machine is increased and the torque of the engine is started to increase.
A vehicle control method comprising prohibiting an increase in the torque of the engine when it is determined that the required torque can be obtained only by increasing the output torque of the rotary electric machine.

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