JP2021059157A - Control device for hybrid vehicle - Google Patents

Abstract

To provide a control device for hybrid vehicle that suppresses a failure to sufficiently reduce input torque since a rotary machine is made to generate electric power as a power storage device has a high charging state value during speed change of an automatic transmission to limit electric charging.SOLUTION: Once speed change of a stepped transmission 60 is predicted, discharging control over a battery 54 is performed when a charging state value SOC of the battery 54 is larger than a predetermined value SOC1, so the charging state value SOC of the battery 54 is decreased in advance at the start of the speed change. Therefore, the charging state value SOC of the battery 54 is large at the start of the speed change, and charging of the battery 54 is limited during the speed change so as to suppress a failure to sufficiently reduce input torque Tin since a second rotary machine MG2 is made to generate electric power.SELECTED DRAWING: Figure 11

Description

The present invention relates to an engine having a supercharger and a control device for a hybrid vehicle using a rotary machine as a power source for traveling.

An engine and a rotating machine having a supercharger and a power storage device for transmitting and receiving electric power to the rotating machine are provided, and the power output from the engine and the rotating machine is used as a power source for traveling. A hybrid vehicle in which an automatic transmission is provided in a power transmission path between the engine and the rotary machine and a drive wheel is known. That is the hybrid vehicle of Patent Document 1. Patent Document 1 proposes to reduce the input torque by using a rotating gear in order to reduce the input torque input to the automatic transmission at the time of shifting the automatic transmission. Further, Patent Document 1 proposes to reduce the input torque by retarding the ignition timing of the engine when the input torque cannot be reduced by using the rotating machine.

Japanese Unexamined Patent Publication No. 9-331602

By the way, in an engine having a supercharger, a retardation of ignition timing leads to an increase in supercharging pressure. Therefore, when the input torque is reduced by generating electricity from the rotating machine, the charging state value (SOC) of the power storage device is high and charging is restricted, so that the input torque is sufficiently generated by generating power from the rotating machine. If the input torque is reduced by retarding the ignition timing of the engine when it cannot be reduced to the above, there is a risk of causing a shift shock due to an increase in the boost pressure.

The present invention has been made in the context of the above circumstances, and an object of the present invention is to provide an automatic transmission in a hybrid vehicle including an engine and a rotating machine having a supercharger and an automatic transmission. To provide a control device that suppresses the input torque from being unable to be sufficiently reduced by generating electric power in a rotating machine due to a high charge state value of the power storage device and limited charging at the time of shifting. It is in.

The gist of the first invention is that (a) an engine and a rotating machine having a supercharger, and a power storage device for transmitting and receiving power to and from the rotating machine are provided, and outputs are output from the engine and the rotating machine. It is a control device of a hybrid vehicle in which the power generated is used as a power source for traveling and an automatic transmission is provided in a power transmission path between the engine and the rotary machine and a drive wheel. (B) The automatic At the time of shifting of the transmission, the input torque reducing unit at the time of shifting that generates electricity to reduce the input torque input to the automatic transmission, and (c) the prediction of predicting the occurrence of shifting of the automatic transmission. And (d) a discharge control unit that controls the discharge of the power storage device when the charge state value of the power storage device is higher than a predetermined value when the occurrence of a shift of the automatic transmission is predicted. It is characterized by being prepared.

Further, the gist of the second invention is that in the control device of the hybrid vehicle of the first invention, the discharge control unit increases the torque of the rotating machine and the torque of the rotating machine in the discharge control. It is characterized in that the torque of the engine is reduced by controlling the throttle valve opening degree of the engine so as to suppress the increase of the input torque due to the increase.

Further, the gist of the third invention is that in the control device of the hybrid vehicle of the first invention or the second invention, the shift input torque reducing unit generates power of the rotary machine at the time of shift of the automatic transmission. In addition to the reduction of the input torque due to the above, the ignition timing of the engine is retarded to reduce the input torque.

Further, the gist of the fourth invention is that in the control device of the hybrid vehicle of the third invention, the discharge control unit is based on the reduction of the input torque by the power generation of the rotary machine and the retardation of the ignition timing of the engine. It is characterized in that the discharge control is performed when the required torque reduction amount of the input torque at the time of shifting cannot be obtained by the reduction of the input torque.

Further, the gist of the fifth invention is that in the control device of the hybrid vehicle according to any one of the first to fourth inventions, the discharge control unit is the input required at the time of shifting at the predicted shifting. Based on the torque required torque reduction amount at the time of shifting, the charge state value of the power storage device is reduced to the upper limit value or less at which the required torque reduction amount at the time of shifting can be obtained by reducing the input torque by the power generation of the rotating machine. It is characterized in that the discharge control is performed.

Further, the gist of the sixth invention is that in the control device of the hybrid vehicle of the third invention or the fourth invention, the discharge control unit is required for the rotary machine at the time of shifting at the predicted shifting speed. Based on the rotary machine required torque reduction amount of the input torque, the charge state value of the power storage device is reduced to the upper limit value or less at which the rotary machine required torque reduction amount can be obtained by reducing the input torque by the power generation of the rotary machine. The discharge control is performed.

Further, the gist of the seventh invention is that in the control device of the hybrid vehicle according to any one of the first to sixth inventions, when the shift of the automatic transmission is predicted, it can be reduced by the discharge control. When the possible reduction amount of the charge state value of the power storage device does not satisfy the required reduction amount, the shift point of the automatic transmission is changed to the low vehicle speed side, and the supercharging pressure by the supercharger is changed. It is characterized by including a shift required torque reduction amount reducing unit that reduces at least one of the reductions and reduces the shift required torque reduction amount of the input torque required at the time of shifting at the predicted shift.

Further, the gist of the eighth invention is that in the control device of the hybrid vehicle of the seventh invention, the gear shifting required torque reduction amount reducing unit is changed to the low vehicle speed side of the shifting point of the automatic transmission. It is characterized in that the supercharging pressure is selectively reduced by the supercharger, and when the shift point of the automatic transmission cannot be changed to the low vehicle speed side, the supercharging pressure is reduced by the supercharger. To do.

Further, the gist of the ninth invention is that in the control device of the hybrid vehicle of the seventh or eighth invention, the required torque reduction amount reduction unit at the time of shifting is the possible reduction amount of the charging state value of the power storage device. However, when the required reduction amount is not satisfied, the larger the shortage amount of the possible reduction amount with respect to the required reduction amount, the greater the reduction of the boost pressure by the supercharger.

According to the control device for the hybrid vehicle of the first invention, when the automatic transmission is predicted to shift, the discharge control of the power storage device is performed when the charge state value of the power storage device is higher than a predetermined value. At the start of shifting, the charge state value of the power storage device is lowered in advance. Therefore, the charging state value of the charging device is high at the start of shifting, and the charging of the power storage device is restricted at the time of shifting, so that it is possible to prevent the input torque from being unable to be sufficiently reduced by generating electricity from the rotating machine. can do.

Further, according to the control device for the hybrid vehicle of the second invention, increasing the torque of the rotating machine increases the electric power consumed by the rotating machine, so that the amount of discharge from the power storage device increases and the power storage device is charged. The state value can be lowered. Further, since the engine torque is reduced so as to suppress the increase in the input torque due to the increase in the torque of the rotating machine, it is possible to suppress the fluctuation of the drive torque transmitted to the drive wheels.

Further, according to the control device of the hybrid vehicle of the third invention, the retard angle of the ignition timing of the engine can be performed within a range in which the increase in boost pressure does not matter, and the input torque is also determined by the retard angle of the ignition timing of the engine. The input torque can be preferably reduced by reducing the above.

Further, according to the control device for the hybrid vehicle of the fourth invention, the required torque reduction amount at the time of shifting can be obtained by reducing the input torque due to the power generation of the rotating machine and reducing the input torque due to the retardation of the ignition timing of the engine. Since the discharge control is performed when the battery is not used, it is possible to prevent the charge control from being performed unnecessarily.

Further, according to the control device for the hybrid vehicle of the fifth invention, the discharge control is performed so that the charge state value of the power storage device is equal to or less than the upper limit value at which the required torque reduction amount at the time of shifting can be obtained by the power generation of the rotating machine. Therefore, when shifting the automatic transmission, it is possible to surely obtain the required torque reduction amount at the time of shifting by reducing the input torque due to the power generation of the rotating gear.

Further, according to the control device for the hybrid vehicle of the sixth invention, the discharge control is performed so that the charge state value of the power storage device is equal to or less than the upper limit value at which the torque required reduction amount of the rotary machine can be obtained by the power generation of the rotary machine. Therefore, it is possible to surely obtain the required torque reduction amount of the rotary machine by reducing the input torque due to the power generation of the rotary machine at the time of shifting.

Further, according to the control device of the hybrid vehicle of the seventh invention, when the possible reduction amount of the charge state value of the power storage device that can be reduced by the discharge control does not meet the required reduction amount, the shift point of the automatic transmission By changing to the lower vehicle speed side and reducing the boost pressure by the supercharger, the amount of torque required for shifting during shifting can be reduced. Therefore, it is possible to reduce the shift shock when the charge state value of the power storage device cannot be reduced to the required reduction amount by the discharge control.

Further, according to the control device for the hybrid vehicle of the eighth invention, when the shift point of the automatic transmission cannot be changed to the low vehicle speed side, the supercharging pressure is reduced by the supercharger, so that the speed is preferably changed. The required torque reduction amount can be reduced.

Further, according to the control device for the hybrid vehicle of the ninth invention, the larger the shortage of the possible reduction amount with respect to the required reduction amount, the larger the boost pressure by the supercharger is reduced, so that the boost pressure is suitably reduced. Therefore, the required torque reduction amount at the time of shifting can be reduced to a suitable value.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and also is the figure explaining the main part of the control function and the control system for various control in a vehicle. It is a figure explaining the schematic structure of the engine of FIG. It is an operation chart explaining the relationship between the shift operation of the mechanical stepped transmission illustrated in FIG. 1 and the operation of the engagement device used therefor. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in an electric continuously variable transmission and a mechanical continuously variable transmission. It is a figure explaining an example of the gear stage allocation table which assigned a plurality of simulated gear stages to a plurality of AT gear stages. It is a figure explaining the hydraulic control circuit, and is also the figure explaining the hydraulic source which supplies hydraulic oil to a hydraulic control circuit. It is a figure which shows an example of the optimum engine operating point. It is a figure explaining an example of the simulated gear gear shift map used for the shift control of a plurality of simulated gear gears. It is a figure which shows an example of the power source switching map used for the switching control between a motor running and a hybrid running. It is a figure which shows the relationship between the required torque reduction amount at the time of shifting and the required reduction amount of a charge state value. It is a flowchart for demonstrating the main part of the control operation of an electronic control device, and is the flowchart for demonstrating the control operation which suppresses the shift shock generated at the time of shifting of a stepped transmission. It is a time chart for demonstrating one aspect of the operation result when the shift of a stepped transmission is predicted during traveling. It is a functional block diagram for demonstrating the control function of the electronic control apparatus corresponding to the other embodiment of this invention. It is a figure which shows the relationship between the torque reduction amount by the retardation angle of ignition timing, and the required reduction amount of a charge state value. It is a functional block diagram for demonstrating the control function of the electronic control apparatus corresponding to still another Embodiment of this invention. It is a figure which shows the relationship between the possible reduction amount of a charge state value, and the movement amount of a shift point. It is a figure which shows the relationship between the possible reduction amount of a charge state value, and the reduction amount of a boost pressure. It is a figure which shows the other aspect of the engine applicable to this invention.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or deformed, and the dimensional ratios and shapes of each part are not necessarily drawn accurately.

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 is a hybrid vehicle including an engine 12, a first rotating machine MG1, and a second rotating machine MG2 that function as a power source for traveling. Further, the vehicle 10 includes a drive wheel 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheel 14. The second rotary machine MG2 corresponds to the rotary machine of the present invention.

FIG. 2 is a diagram illustrating a schematic configuration of the engine 12. In FIG. 2, the engine 12 is a power source for traveling of the vehicle 10, and is a known internal combustion engine including a gasoline engine having a supercharger 18, that is, an engine with a supercharger 18. An intake pipe 20 is provided in the intake system of the engine 12, and the intake pipe 20 is connected to an intake manifold 22 attached to the engine body 12a. An exhaust pipe 24 is provided in the exhaust system of the engine 12, and the exhaust pipe 24 is connected to an exhaust manifold 26 attached to the engine body 12a. The supercharger 18 is a known exhaust turbine type supercharger, that is, a turbocharger, which has a compressor 18c provided in the intake pipe 20 and a turbine 18t provided in the exhaust pipe 24. The turbine 18t is rotationally driven by an exhaust gas, that is, an exhaust flow. The compressor 18c is connected to the turbine 18t and is rotationally driven by the turbine 18t to compress the intake air, that is, the intake air to the engine 12.

The exhaust pipe 24 is provided with an exhaust bypass 28 in parallel for allowing the exhaust gas to flow by bypassing the turbine 18t from the upstream side to the downstream side of the turbine 18t. The exhaust bypass 28 is provided with a wastegate valve (= WGV) 30 for continuously controlling the ratio of the exhaust gas passing through the turbine 18t and the exhaust gas passing through the exhaust bypass 28. The valve opening degree of the wastegate valve 30 is continuously adjusted by operating an actuator (not shown) by an electronic control device 100 described later. The larger the valve opening degree of the wastegate valve 30, the easier it is for the exhaust gas of the engine 12 to be exhausted through the exhaust bypass 28. Therefore, in the supercharged state of the engine 12 in which the supercharging action of the supercharger 18 is effective, the supercharging pressure Pchg by the supercharger 18 becomes lower as the valve opening degree of the wastegate valve 30 is larger. The supercharging pressure Pchg by the supercharger 18 is the pressure of the intake air, and is the air pressure on the downstream side of the compressor 18c in the intake pipe 20.

An air cleaner 32 is provided at the inlet of the intake pipe 20, and an air flow meter 34 for measuring the intake air amount Qair of the engine 12 is provided in the intake pipe 20 downstream of the air cleaner 32 and upstream of the compressor 18c. There is. The intake pipe 20 downstream of the compressor 18c is provided with an intercooler 36, which is a heat exchanger that cools the intake air compressed by the supercharger 18 by exchanging heat between the intake air and the outside air or cooling water. There is. The intake pipe 20 downstream of the intercooler 36 and upstream of the intake manifold 22 is provided with an electronic throttle valve 38 whose opening and closing is controlled by operating a throttle actuator (not shown) by an electronic control device 100 described later. Has been done. The intake pipe 20 between the intercooler 36 and the electronic throttle valve 38 has a boost pressure sensor 40 that detects the boost pressure Pchg by the supercharger 18, and an intake temperature sensor that detects the intake temperature THair, which is the intake temperature. 42 is provided. Near the electronic throttle valve 38 For example, the throttle actuator is provided with a throttle valve opening sensor 44 that detects the throttle valve opening degree θth, which is the opening degree of the electronic throttle valve 38.

The intake pipe 20 is provided in parallel with an air recirculation bypass 46 for recirculating the air by bypassing the compressor 18c from the downstream side to the upstream side of the compressor 18c. The air recirculation bypass 46 is provided with an air bypass valve (= ABV) 48 for suppressing the occurrence of a surge and protecting the compressor 18c by opening the electronic throttle valve 38, for example, when the electronic throttle valve 38 is suddenly closed. .. The valve opening degree of the air bypass valve 48 is continuously adjusted by operating an actuator (not shown) by an electronic control device 100 described later.

The engine 12 is driven by controlling an engine control device 50 (see FIG. 1) including an electronic throttle valve 38, a fuel injection device 49, an ignition device 51, a wastegate valve 30, and the like by an electronic control device 100 described later. The engine torque Te, which is the output torque of, is controlled. The fuel injection device 49 employs an in-cylinder injection type or a port injection type in which fuel is directly injected into the combustion chamber 12b indicated by the alternate long and short dash line of the engine 12.

Returning to FIG. 1, the first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotating machine MG1 and the second rotating machine MG2 can each serve as a power source for traveling of the vehicle 10. The first rotating machine MG1 and the second rotating machine MG2 are each connected to the battery 54 provided in the vehicle 10 via the inverter 52 provided in the vehicle 10. In the first rotary machine MG1 and the second rotary machine MG2, the MG1 torque Tg and the second rotary machine MG2, which are the output torques of the first rotary machine MG1, are controlled by the electronic control device 100 described later, respectively. MG2 torque Tm, which is the output torque of, is controlled. In the case of forward rotation, for example, the output torque of the rotating machine is a power running torque for the positive torque on the acceleration side and a regenerative torque for the negative torque on the deceleration side. The battery 54 is a power storage device that transmits and receives electric power to each of the first rotating machine MG1 and the second rotating machine MG2. The first rotating machine MG1 and the second rotating machine MG2 are provided in a case 56 which is a non-rotating member attached to a vehicle body.

The power transmission device 16 includes an electric continuously variable transmission 58, a mechanical stepped transmission 60, and the like, which are arranged in series on a common axis in a case 56 as a non-rotating member attached to a vehicle body. ing. The electric continuously variable transmission 58 and the mechanical continuously variable transmission 60 are provided in series with the power transmission path between the engine 12 and the drive wheels 14. The electric continuously variable transmission 58 is directly or indirectly connected to the engine 12 via a damper (not shown) or the like. The mechanical continuously variable transmission 60 is connected to the output side of the electric continuously variable transmission 58. Further, the power transmission device 16 includes a differential gear device 64 connected to an output shaft 62 which is an output rotating member of the mechanical stepped transmission 60, a pair of axles 66 connected to the differential gear device 64, and the like. ing. In the power transmission device 16, the power output from the engine 12 and the second rotary machine MG2 is transmitted to the mechanical stepped transmission 60, and the power is transmitted from the mechanical stepped transmission 60 via the differential gear device 64 and the like. It is transmitted to the drive wheels 14. The power transmission device 16 configured in this way is suitably used for FR (front engine / rear drive) type vehicles. Hereinafter, the electric continuously variable transmission 58 is referred to as a continuously variable transmission 58, and the mechanical continuously variable transmission 60 is referred to as a continuously variable transmission 60. Further, as for power, torque and force are also agreed unless otherwise specified. Further, the continuously variable transmission 58, the stepped transmission 60, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the crankshaft of the engine 12, the connecting shaft 68 connected to the crankshaft, and the like. The stepped transmission 60 corresponds to the automatic transmission of the present invention.

The continuously variable transmission 58 is a power dividing mechanism that mechanically divides the power of the first rotating machine MG1 and the engine 12 into the first rotating machine MG1 and the intermediate transmission member 70 which is an output rotating member of the continuously variable transmission 58. The differential mechanism 72 of the above is provided. The second rotary machine MG2 is connected to the intermediate transmission member 70 so as to be able to transmit power. The first rotary machine MG1 is a rotary machine to which the power of the engine 12 is transmitted. Since the intermediate transmission member 70 is connected to the drive wheels 14 via the stepped transmission 60, the second rotary machine MG2 is a rotary machine connected to the drive wheels 14 so as to be able to transmit power. The continuously variable transmission 58 is an electric continuously variable transmission in which the differential state of the differential mechanism 72 is controlled by controlling the operating state of the first rotating machine MG1. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne, which is the rotation speed of the engine 12, for example, a rotary machine capable of increasing the engine rotation speed Ne. The power transmission device 16 transmits the power of the power source to the drive wheels 14. To control the operating state of the first rotating machine MG1 is to control the operation of the first rotating machine MG1.

The differential mechanism 72 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 12 can be connected to the carrier CA0 via a connecting shaft 68 so that power can be transmitted, the first rotating machine MG1 can be connected to the sun gear S0 so that power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. Is connected to. In the differential mechanism 72, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The stepped transmission 60 is provided in a power transmission path between the engine 12 and the second rotary machine MG2 and the drive wheels 14, and a part of the power transmission path between the continuously variable transmission 58 and the drive wheels 14 is provided. It is a mechanical transmission mechanism that constitutes. The intermediate transmission member 70 also functions as an input rotating member of the stepped transmission 60. Since the second rotary machine MG2 is connected to the intermediate transmission member 70 so as to rotate integrally, or because the engine 12 is connected to the input side of the continuously variable transmission 58, the stepped transmission 60 is , A transmission provided in the power transmission path between the power source (second rotating machine MG2 and engine 12) and the drive wheels 14. The intermediate transmission member 70 is a transmission member for transmitting the power of the power source to the drive wheels 14. The stepped transmission 60 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 74 and the second planetary gear device 76, and a plurality of clutches C1, clutches C2, brakes B1, and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engaging device CB is a hydraulic friction engaging device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB is engaged by the respective hydraulic pressures Pc1, Pc2, Pb1 and Pb2 (see FIG. 6 to be described later) of the pressure-regulated engaging device CB output from the hydraulic control circuit 78 provided in the vehicle 10. The operating state, which is a state such as when or released, can be switched.

In the stepped transmission 60, the rotating elements of the first planetary gear device 74 and the second planetary gear device 76 are partially connected to each other directly or indirectly via the engaging device CB or the one-way clutch F1. It is connected to the intermediate transmission member 70, the case 56, or the output shaft 62. Each rotating element of the first planetary gear device 74 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 76 is a sun gear S2, a carrier CA2, and a ring gear R2.

The stepped transmission 60 has a gear ratio (also referred to as a gear ratio) γat (= input rotation speed Ni /) by engaging an engaging device, for example, a predetermined engaging device, which is one of a plurality of engaging devices. This is a stepped transmission in which any one of a plurality of gears (also referred to as gears) having different output rotation speeds No) is formed. That is, in the stepped transmission 60, gear stages are switched, that is, shifting is executed by selectively engaging a plurality of engaging devices. The stepped transmission 60 is a stepped automatic transmission in which each of a plurality of gear stages is formed. In this embodiment, the gear stage formed by the stepped transmission 60 is referred to as an AT gear stage. The input rotation speed Ni is the input rotation speed of the stepped transmission 60, which is the rotation speed of the input rotating member of the stepped transmission 60, is the same value as the rotation speed of the intermediate transmission member 70, and is the second rotation. It is the same value as the MG2 rotation speed Nm, which is the rotation speed of the machine MG2. The input rotation speed Ni can be represented by the MG2 rotation speed Nm. The output rotation speed No is the rotation speed of the output shaft 62, which is the output rotation speed of the stepped transmission 60, and is a compound transmission which is an entire transmission including the continuously variable transmission 58 and the stepped transmission 60. It is also the output rotation speed of the machine 80. The compound transmission 80 is a transmission that forms a part of a power transmission path between the engine 12 and the drive wheels 14.

As shown in the engagement operation table of FIG. 3, for example, the stepped transmission 60 has AT 1st gear (“1st” in the figure) -AT 4th gear (“4th” in the figure) as a plurality of AT gears. ”) 4 stages of forward AT gear stages are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. Further, the reverse AT gear stage (“Rev” in the figure) is formed, for example, by engaging the clutch C1 and engaging the brake B2. That is, as will be described later, when traveling in reverse, for example, an AT 1st gear is formed. The engagement operation table of FIG. 3 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. That is, the engagement operation table of FIG. 3 summarizes the relationship between each AT gear stage and a predetermined engagement device which is an engagement device that is engaged with each AT gear stage. In FIG. 3, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped transmission 60, and blank indicates release.

In the stepped transmission 60, the AT gear stages formed according to the accelerator operation of the driver (that is, the driver), the vehicle speed V, and the like are switched by the electronic control device 100 described later, that is, a plurality of AT gear stages are selectively selected. Is formed in. For example, in the shift control of the stepped transmission 60, the shift is executed by grasping any one of the engaging devices CB, that is, the shifting is executed by switching between the engagement and the disengagement of the engaging device CB. So-called clutch-to-clutch shifting is performed. In this embodiment, for example, the downshift from the AT 2nd gear to the AT 1st gear is represented as 2 → 1 downshift. The same applies to other upshifts and downshifts.

The vehicle 10 further includes a one-way clutch F0, a mechanical oil pump MOP82, an electric oil pump EOP84, and the like.

The one-way clutch F0 is a locking mechanism capable of fixing the carrier CA0 so as not to rotate. That is, the one-way clutch F0 is a locking mechanism capable of fixing the connecting shaft 68, which is connected to the crankshaft of the engine 12 and rotates integrally with the carrier CA0, to the case 56. In the one-way clutch F0, one member of the two relative rotatable members is integrally connected to the connecting shaft 68, and the other member is integrally connected to the case 56. The one-way clutch F0 idles in the forward rotation direction, which is the rotation direction of the engine 12 during operation, and automatically engages with the rotation direction opposite to that in the operation of the engine 12. Therefore, when the one-way clutch F0 idles, the engine 12 is in a state of being able to rotate relative to the case 56. On the other hand, when the one-way clutch F0 is engaged, the engine 12 is in a state where it cannot rotate relative to the case 56. That is, the engine 12 is fixed to the case 56 by engaging the one-way clutch F0. In this way, the one-way clutch F0 allows the carrier CA0 to rotate in the forward rotation direction, which is the rotation direction during operation of the engine 12, and prevents the carrier CA0 from rotating in the negative rotation direction. That is, the one-way clutch F0 is a locking mechanism capable of allowing the engine 12 to rotate in the forward rotation direction and preventing the engine 12 from rotating in the negative rotation direction.

The MOP 82 is connected to the connecting shaft 68 and is rotated with the rotation of the engine 12 to discharge the hydraulic oil used in the power transmission device 16. The MOP 82 is rotated by, for example, the engine 12 to discharge hydraulic oil. The EOP 84 is rotated by a motor 86 dedicated to the oil pump provided in the vehicle 10 to discharge hydraulic oil. The hydraulic oil discharged by MOP82 and EOP84 is supplied to the hydraulic control circuit 78 (see FIG. 6 described later). The operating state of the engaging device CB is switched by the respective hydraulic pressures Pc1, Pc2, Pb1 and Pb2 regulated by the hydraulic control circuit 78 based on the hydraulic oil oil.

FIG. 4 is a collinear diagram showing the relative relationship between the rotation speeds of the rotating elements of the continuously variable transmission 58 and the stepped transmission 60. In FIG. 4, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 72 constituting the stepless transmission 58 are the sun gears S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the stepped transmission 60). It is an m-axis representing (input rotation speed). Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped transmission 60 are, in order from the left, the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the mutual rotation speed corresponding to the fifth rotation element RE5. Corresponds to the rotational speed of the connected ring gear R1 and carrier CA2 (that is, the rotational speed of the output shaft 62), the rotational speed of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. These are axes that represent the rotational speeds of the sun gears S1. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio ρ0 of the differential mechanism 72. The distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 74 and 76. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axes of the collinear diagram, the gear ratio ρ (= number of teeth of the sun gear / ring gear) of the planetary gear device is between the carrier and the ring gear. The interval corresponds to the number of teeth).

Expressed using the co-line diagram of FIG. 4, in the differential mechanism 72 of the continuously variable transmission 58, the engine 12 (see “ENG” in the figure) is connected to the first rotating element RE1 and the second rotating element. The first rotating machine MG1 (see "MG1" in the figure) is connected to RE2, and the second rotating machine MG2 (see "MG2" in the figure) is connected to the third rotating element RE3 which rotates integrally with the intermediate transmission member 70. Then, the rotation of the engine 12 is transmitted to the stepped transmission 60 via the intermediate transmission member 70. In the continuously variable transmission 58, the relationship between the rotation speed of the sun gear S0 and the rotation speed of the ring gear R0 is shown by the straight lines L0e, L0m, and L0R that cross the vertical line Y2.

Further, in the stepped transmission 60, the fourth rotating element RE4 is selectively connected to the intermediate transmission member 70 via the clutch C1, the fifth rotating element RE5 is connected to the output shaft 62, and the sixth rotating element RE6 is It is selectively connected to the intermediate transmission member 70 via the clutch C2 and selectively connected to the case 56 via the brake B2, and the seventh rotating element RE7 is selectively connected to the case 56 via the brake B1. To. In the stepped transmission 60, “1st”, “2nd”, “3rd” on the output shaft 62 are formed by the straight lines L1, L2, L3, L4, LR crossing the vertical line Y5 by the engagement release control of the engagement device CB. , "4th", and "Rev" rotation speeds are shown.

The straight lines L0e and the straight lines L1, L2, L3, and L4 shown by the solid lines in FIG. 4 are each rotation in the forward running in the hybrid running (= HV running) mode in which the hybrid running is possible with at least the engine 12 as the power source. Shows the relative velocity of the element. In this hybrid traveling mode, in the differential mechanism 72, MG1 torque Tg, which is a reaction torque of negative torque by the first rotary machine MG1, is input to the sun gear S0 with respect to the positive torque engine torque Te input to the carrier CA0. Then, the engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) that becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is the driving torque in the forward direction of the vehicle 10, and the AT gear stage is any one of the AT 1st gear stage and the AT 4th gear stage. Is transmitted to the drive wheels 14 via the stepped transmission 60 in which the is formed. The first rotary machine MG1 functions as a generator when a negative torque is generated in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg.

The straight line L0m shown by the one-point chain line in FIG. 4 and the straight lines L1, L2, L3, and L4 shown by the solid line in FIG. 4 are among the first rotating machine MG1 and the second rotating machine MG2 in a state where the operation of the engine 12 is stopped. The relative speed of each rotating element in the forward traveling in the motor traveling (= EV traveling) mode in which the motor traveling by using at least one of the rotating machines as a power source is possible is shown. As the motor running in the forward running in the motor running mode, for example, a single drive motor running that runs only with the second rotating machine MG2 as a power source and running using both the first rotating machine MG1 and the second rotating machine MG2 as the power source. There are both drive motor running. In the single drive motor running, the carrier CA0 is set to zero rotation, and MG2 torque Tm, which is positive torque in normal rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is put into a no-load state and idles in a negative rotation. In the single drive motor running, the one-way clutch F0 is released, and the connecting shaft 68 is not fixed to the case 56.

In both drive motors, if MG1 torque Tg, which becomes a negative torque due to negative rotation, is input to the sun gear S0 while the carrier CA0 is set to zero rotation, the rotation of the carrier CA0 in the negative rotation direction is prevented. The one-way clutch F0 is automatically engaged as described above. In a state where the carrier CA0 is non-rotatably fixed by the engagement of the one-way clutch F0, the reaction force torque due to the MG1 torque Tg is input to the ring gear R0. In addition, in the double drive motor running, the MG2 torque Tm is input to the ring gear R0 as in the single drive motor running. When MG1 torque Tg, which becomes negative torque due to negative rotation, is input to the sun gear S0 with carrier CA0 set to zero rotation, if MG2 torque Tm is not input, single drive motor running with MG1 torque Tg is also possible. It is possible. In the forward running in the motor running mode, the engine 12 is not driven, the engine rotation speed Ne is set to zero, and at least one of the MG1 torque Tg and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 10. It is transmitted to the drive wheels 14 via the stepped transmission 60 in which any one of the AT 1st gear stage and the AT 4th gear stage is formed. In the forward running in the motor running mode, the MG1 torque Tg is the power running torque of negative rotation and negative torque, and the MG2 torque Tm is the power running torque of positive rotation and positive torque.

The straight line L0R and the straight line LR shown by the broken line in FIG. 4 indicate the relative speed of each rotating element in the reverse running in the motor running mode. In reverse travel in this motor travel mode, MG2 torque Tm, which becomes negative torque due to negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the drive torque in the reverse direction of the vehicle 10 to form the AT 1st gear stage. It is transmitted to the drive wheels 14 via the stepped transmission 60. In the vehicle 10, the electronic control device 100, which will be described later, forms an AT gear stage on the low side for forward movement among a plurality of AT gear stages, for example, an AT 1st gear stage, and is used for forward movement during forward travel. By outputting the reverse MG2 torque Tm whose positive and negative directions are opposite to those of the MG2 torque Tm from the second rotary machine MG2, the reverse traveling can be performed. In the reverse running in the motor running mode, the MG2 torque Tm is a power running torque of negative rotation and negative torque. Even in the hybrid travel mode, the second rotary machine MG2 can have a negative rotation as in the straight line L0R, so that the reverse travel can be performed in the same manner as in the motor travel mode.

In the power transmission device 16, the carrier CA0 as the first rotating element RE1 to which the engine 12 is connected so as to be able to transmit power and the sun gear S0 as the second rotating element RE2 to which the first rotating machine MG1 is connected so as to be able to transmit power are intermediate. A differential mechanism 72 having three rotating elements with the ring gear R0 as the third rotating element RE3 to which the transmission member 70 is connected is provided, and the differential mechanism 72 is controlled by controlling the operating state of the first rotating machine MG1. A continuously variable transmission 58 is configured as an electric transmission mechanism in which the differential state of The third rotating element RE3 to which the intermediate transmission member 70 is connected is, from a different point of view, the third rotating element RE3 to which the second rotating machine MG2 is connected so as to be able to transmit power. That is, the power transmission device 16 has a differential mechanism 72 in which the engine 12 is connected so as to be able to transmit power, and a first rotating machine MG1 in which the engine 12 is connected so as to be able to transmit power. A continuously variable transmission 58 is configured in which the differential state of the differential mechanism 72 is controlled by controlling the operating state of the MG1. In the continuously variable transmission 58, the ratio of the engine rotation speed Ne, which is the same value as the rotation speed of the connecting shaft 68, which is the input rotation member, to the MG2 rotation speed Nm, which is the rotation speed of the intermediate transmission member 70, which is the output rotation member. It is operated as an electric continuously variable transmission in which the gear ratio γ0 (= Ne / Nm), which is a value, can be changed.

For example, in the hybrid traveling mode, the rotation speed of the first rotary machine MG1 is relative to the rotation speed of the ring gear R0, which is constrained by the rotation of the drive wheels 14 due to the formation of the AT gear stage in the stepped transmission 60. When the rotation speed of the sun gear S0 is increased or decreased by controlling the above, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in hybrid driving, the engine 12 can be operated at an efficient engine operating point Peng. The operating point is an operating point represented by the rotational speed and torque, and the engine operating point Peng is the operating point of the engine 12 represented by the engine rotational speed Ne and the engine torque Te. In the power transmission device 16, the continuously variable transmission 60 in which the AT gear stage is formed and the continuously variable transmission 58 operated as the continuously variable transmission 58, and the continuously variable transmission 58 and the continuously variable transmission 60 are connected in series. A continuously variable transmission can be configured as a whole of the arranged compound transmission 80.

Alternatively, since the continuously variable transmission 58 can be changed like a stepped transmission, the power transmission device 16 is like the stepped transmission 60 and the stepped transmission in which the AT gear stage is formed. With the continuously variable transmission 58 for shifting, the combined transmission 80 as a whole can be shifted like a stepped transmission. That is, in the compound transmission 80, there are steps so as to selectively establish a plurality of gears having different total gear ratios γt (= Ne / No) representing the value of the ratio of the engine rotation speed Ne to the output rotation speed No. It is possible to control the transmission 60 and the continuously variable transmission 58. In this embodiment, the gear stage established by the compound transmission 80 is referred to as a simulated gear stage. The total gear ratio γt is the overall gear ratio formed by the continuously variable transmission 58 and the stepped transmission 60 arranged in series, and is the gear ratio γ0 of the continuously variable transmission 58 and the stepped transmission. It is a value obtained by multiplying the gear ratio γat of 60 (γt = γ0 × γat).

The simulated gear stage is, for example, a combination of each AT gear stage of the stepped transmission 60 and a gear ratio γ0 of one or a plurality of types of continuously variable transmission 58 for each AT gear stage of the stepped transmission 60. Assigned to establish one or more types. For example, FIG. 5 is an example of a gear stage allocation table. In FIG. 5, in the upshift of the compound transmission 80, a simulated 1st gear-simulated 3rd gear is established for the AT 1st gear, and a simulated 4th gear-simulated for the AT 2nd gear. A 6th gear is established, a simulated 7th gear-a simulated 9th gear is established for the AT 3rd gear, and a simulated 10th gear is established for the AT 4th gear. It is predetermined. Further, in the downshift of the compound transmission 80, a simulated 1st gear-simulated 2nd gear is established for the AT 1st gear, and a simulated 3rd gear-simulated 5th gear is established for the AT 2nd gear. A gear stage is established, a simulated 6-speed gear stage-a simulated 8-speed gear stage is established for the AT 3rd-speed gear stage, and a simulated 9-speed gear stage-a simulated 10-speed gear stage is established for the AT 4-speed gear stage. It is predetermined so that it can be made to do. In the compound transmission 80, the continuously variable transmission 58 is controlled so as to have an engine rotation speed Ne that realizes a predetermined total gear ratio γt with respect to the output rotation speed No, so that different simulated gears are used in a certain AT gear stage. The stage is established. Further, in the compound transmission 80, the simulated gear stage is switched by controlling the continuously variable transmission 58 in accordance with the switching of the AT gear stage. Although FIG. 5 shows an example in which the simulated gear stage assigned to the AT gear stage may differ between the upshift and the downshift, they may be the same.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 100 as a controller including a control device for the vehicle 10 related to control of the engine 12, the continuously variable transmission 58, the stepped transmission 60, and the like. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control device 100, and is a functional block diagram for explaining a main part of a control function by the electronic control device 100. The electronic control device 100 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, and the like, and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 100 includes computers for engine control, rotary machine control, hydraulic control, and the like, if necessary. The electronic control device 100 corresponds to the control device of the present invention.

The electronic control device 100 includes various sensors provided in the vehicle 10 (for example, an air flow meter 34, a boost pressure sensor 40, an intake air temperature sensor 42, a throttle valve opening sensor 44, an engine rotation speed sensor 88, and an output rotation speed sensor. 90, MG1 rotation speed sensor 92, MG2 rotation speed sensor 94, accelerator opening sensor 96, battery sensor 98, oil temperature sensor 99, etc. Various signals based on the detected values (for example, intake air amount Qair, boost pressure Pchg, Intake temperature THair, throttle valve opening θth, engine rotation speed Ne, crank angle Acr indicating the rotation position of the crank shaft of the engine 12, output rotation speed No corresponding to vehicle speed V, MG1 which is the rotation speed of the first rotary machine MG1. Rotation speed Ng, MG2 rotation speed Nm which is the same value as input rotation speed Ni, accelerator opening θacc which is the amount of accelerator operation of the driver indicating the magnitude of the acceleration operation of the driver, battery temperature THbat of the battery 54 and battery charge / discharge The current Ibat, the battery voltage Vbat, the hydraulic oil temperature THoil, which is the temperature of the hydraulic oil, etc.) are supplied respectively.

From the electronic control device 100, various command signals (for example, an engine control command for controlling the engine 12) are sent to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 78, motor 86, etc.) provided in the vehicle 10. Controls the operation of the signal Se, the rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, the hydraulic control command signal Sat for controlling the operating state of the engaging device CB, and the EOP84. EOP control command signal Sepop, etc.) is output respectively. This hydraulic control command signal Sat is also a hydraulic control command signal for controlling the shift of the stepped transmission 60, and is, for example, each hydraulic pressure Pc1, Pc2, Pb1, Pb2 supplied to each hydraulic actuator of the engaging device CB. This is a command signal for driving each solenoid valve SL1-SL4 and the like (see FIG. 6 to be described later) for adjusting the pressure. The electronic control device 100 sets the oil pressure instruction value corresponding to each of the values of the oil pressures Pc1, Pc2, Pb1 and Pb2, and outputs the drive current or the drive voltage corresponding to the oil pressure instruction value to the oil pressure control circuit 78.

The electronic control device 100 calculates the charge state value SOC [%] as a value indicating the charge state (charge amount) of the battery 54 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. Further, the electronic control device 100 calculates the chargeable / dischargeable power Win and Wout that define the usable range of the battery power Pbat, which is the power of the battery 54, based on, for example, the battery temperature THbat and the charge state value SOC of the battery 54. To do. The chargeable and dischargeable powers Win and Wout are the chargeable power Win as the input power that defines the limit of the input power of the battery 54 and the dischargeable power Wout as the output power that defines the limit of the output power of the battery 54. is there. The chargeable and dischargeable powers Win and Wout are reduced as the battery temperature THbat is lower in the low temperature range where the battery temperature THbat is lower than the normal range, and are smaller as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. Will be done. Further, the rechargeable power Win is reduced as the charge state value SOC is higher, for example, in a region where the charge state value SOC is high. Further, the dischargeable power Wout is reduced as the charge state value SOC is lower, for example, in a region where the charge state value SOC is low.

FIG. 6 is a diagram for explaining the hydraulic control circuit 78, and is a diagram for explaining a hydraulic source that supplies hydraulic oil to the hydraulic control circuit 78. In FIG. 6, MOP82 and EOP84 are provided in parallel due to the structure of the oil passage through which the hydraulic oil oil flows. Each of the MOP 82 and the EOP 84 discharges hydraulic oil, which is a source of oil for switching the operating state of the engaging device CB and supplying lubricating oil to each part of the power transmission device 16. Each of the MOP 82 and the EOP 84 sucks the hydraulic oil that has returned to the oil pan 120 provided at the lower part of the case 56 through the strainer 122 that is a common suction port, and discharges the hydraulic oil oil to the respective discharge oil passages 124 and 126. To do. The discharge oil passages 124 and 126 are respectively connected to an oil passage provided in the hydraulic control circuit 78, for example, a line pressure oil passage 128 which is an oil passage through which the line pressure PL flows. The discharge oil passage 124 from which the hydraulic oil is discharged from the MOP 82 is connected to the line pressure oil passage 128 via the MOP check valve 130 provided in the hydraulic control circuit 78. The discharge oil passage 126 from which the hydraulic oil is discharged from the EOP 84 is connected to the line pressure oil passage 128 via an EOP check valve 132 provided in the hydraulic control circuit 78. The MOP 82 rotates together with the engine 12 and is rotationally driven by the engine 12 to generate an operating oil pressure. Regardless of the rotational state of the engine 12, the EOP 84 is rotationally driven by the motor 86 to generate an operating oil pressure. The EOP 84 is operated, for example, when traveling in the motor traveling mode.

The hydraulic control circuit 78 includes a regulator valve 134, each solenoid valve SLT, SL1-SL4, and the like, in addition to the above-mentioned line pressure oil passage 128, MOP check valve 130, and EOP check valve 132.

The regulator valve 134 regulates the line pressure PL based on the hydraulic oil discharged by at least one of MOP82 and EOP84. The solenoid valve SLT is, for example, a linear solenoid valve, and is controlled by the electronic control device 100 so as to output the pilot pressure Pslt corresponding to the accelerator opening θacc or the input torque to the stepped transmission 60 to the regulator valve 134. .. In the regulator valve 134, the spool 136 is urged by the pilot pressure Pslt, and the spool 136 is moved in the axial direction with a change in the opening area of the discharge flow path 138, so that the line pressure is adjusted according to the pilot pressure Pslt. PL is regulated. As a result, the line pressure PL is set to the hydraulic pressure according to the accelerator opening degree θacc, the input torque of the stepped transmission 60, and the like. The original pressure input to the solenoid valve SLT is, for example, a modulator pressure PM adjusted to a constant value by a modulator valve (not shown) with the line pressure PL as the original pressure.

The solenoid valves SL1-SL4 are, for example, linear solenoid valves, and each of the hydraulic pressures Pc1, Pc2, Pb1 and Pb2 of the engaging device CB is set with the line pressure PL supplied via the line pressure oil passage 128 as the main pressure. It is controlled by the electronic control device 100 so as to output. The solenoid valve SL1 regulates the C1 hydraulic pressure Pc1 supplied to the hydraulic actuator of the clutch C1. The solenoid valve SL2 regulates the C2 hydraulic pressure Pc2 supplied to the hydraulic actuator of the clutch C2. The solenoid valve SL3 regulates the B1 hydraulic pressure Pb1 supplied to the hydraulic actuator of the brake B1. The solenoid valve SL4 regulates the B2 hydraulic pressure Pb2 supplied to the hydraulic actuator of the brake B2.

Returning to FIG. 1, the electronic control device 100 includes a shift control means, that is, a shift control unit 102, and a hybrid control means, that is, a hybrid control unit 104, in order to realize various controls in the vehicle 10.

The shift control unit 102 makes a shift determination of the stepped transmission 60 by using, for example, an AT gear gear shift map, which is a relationship that is experimentally or designedly obtained and stored in advance, that is, a predetermined relationship, and is necessary. The shift control of the stepped transmission 60 is executed according to the above. In the shift control of the stepped transmission 60, the shift control unit 102 uses the solenoid valves SL1-SL4 to release the engagement device CB so as to automatically switch the AT gear stage of the stepped transmission 60. The hydraulic control command signal Sat for switching is output to the hydraulic control circuit 78. The AT gear gear shift map has a predetermined relationship in which, for example, a shift line for determining the shift of the stepped transmission 60 is provided on two-dimensional coordinates with the output rotation speed No and the accelerator opening θacc as variables. .. Here, the vehicle speed V or the like may be used instead of the output rotation speed No, or the required drive torque Twdem, the throttle valve opening degree θth, or the like may be used instead of the accelerator opening degree θacc. Each shift line in the AT gear shift map is an upshift line for determining an upshift and a downshift line for determining a downshift. For each of these transmission lines, whether or not the output rotation speed No crosses the line on the line indicating a certain accelerator opening θacc, or whether or not the accelerator opening θacc crosses the line on the line indicating a certain output rotation speed No. That is, it is for determining whether or not the gear has crossed the shift point, which is a value at which the shift on the shift line should be executed, and is predetermined as a series of the shift points.

The hybrid control unit 104 functions as an engine control means for controlling the operation of the engine 12, that is, an engine control unit, and a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit, and the engine 12, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by these control functions.

The hybrid control unit 104 calculates the required drive torque Twdem, which is the drive torque Tw required for the vehicle 10 by applying the accelerator opening θacc and the vehicle speed V to, for example, the driving force map having a predetermined relationship. .. This required drive torque Twdem is, in other words, the required drive power Pwdem at the vehicle speed V at that time. Here, the output rotation speed No or the like may be used instead of the vehicle speed V. The hybrid control unit 104 takes into consideration the required charge / discharge power, which is the charge / discharge power required for the battery 54, and at least one of the engine 12, the first rotary machine MG1, and the second rotary machine MG2. The engine control command signal Se, which is a command signal for controlling the engine 12, and the rotary machine control, which is a command signal for controlling the first rotary machine MG1 and the second rotary machine MG2, so as to realize the required drive power Pwdem by the power source. The command signal Smg is output. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 12 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

When, for example, the hybrid control unit 104 operates the continuously variable transmission 58 to operate the continuously variable transmission 80 as a continuously variable transmission 80, the required drive power Pwdem is added with the required charge / discharge power, the charge / discharge efficiency of the battery 54, and the like. The engine 12 is controlled so as to output the target engine torque Tetgt at the target engine rotation speed Netgt in consideration of the optimum engine operating point OPengf, etc., which realizes the required required engine power Pedem. In addition, the hybrid control unit 104 controls the generated power Wg of the first rotary machine MG1 so as to output the MG1 torque Tg for setting the engine rotation speed Ne to the target engine rotation speed Netgt, thereby causing a continuously variable transmission. The continuously variable transmission control of the 58 is executed to change the gear ratio γ0 of the continuously variable transmission 58. As a result of this control, the total gear ratio γt of the compound transmission 80 when operating as a continuously variable transmission is controlled. The MG1 torque Tg when the combined transmission 80 as a whole is operated as a continuously variable transmission is calculated, for example, in the feedback control for operating the first rotating machine MG1 so that the engine rotation speed Ne becomes the target engine rotation speed Netgt. The MG2 torque Tm when the compound transmission 80 as a whole is operated as a continuously variable transmission is calculated so that the required drive torque Twdem can be obtained together with, for example, the drive torque Tw due to the engine direct torque Td.

The optimum engine operating point OPengf is predetermined as the engine operating point OPengf that maximizes the total fuel consumption of the vehicle 10 in consideration of the fuel consumption of the engine 12 alone and the charge / discharge efficiency of the battery 54, for example, when the required engine power Pedem is realized. Has been done. The target engine rotation speed Netgt is a target value of the engine rotation speed Ne, and the target engine torque Tetgt is a target value of the engine torque Te.

FIG. 7 is a diagram showing an example of the optimum engine operating point OPengf on the two-dimensional coordinates with the engine rotation speed Ne and the engine torque Te as variables. In FIG. 7, the solid line Leng shows a set of optimum engine operating points OPengf. The isopower lines Lpw1, Lpw2, and Lpw3 show an example when the required engine power Pedem is the required engine power Pe1, Pe2, and Pe3, respectively. Point A is the engine operating point OPengA when the required engine power Pe1 is realized on the optimum engine operating point OPengf, and point B is the engine operating point when the required engine power Pe3 is realized on the optimum engine operating point OPengf. OPengB. Points A and B are also target values of the engine operating point OPeng represented by the target engine speed Netgt and the target engine torque Tetgt, that is, the target engine operating point OPengtgt, respectively. When the target engine operating point OPengtgt is changed from point A to point B by increasing the accelerator opening θacc, the engine operating point OPeng is controlled to be changed along the path a passing over the optimum engine operating point OPengf. To.

When, for example, the stepless transmission 58 is changed like a stepped transmission and the combined transmission 80 as a whole is changed like a stepped transmission, the hybrid control unit 104 has a predetermined relationship, for example, a simulated gear. A shift determination of the compound transmission 80 is performed using the gear shift map, and a plurality of simulated gear gears are selectively established in cooperation with the shift control of the AT gear gear of the stepped transmission 60 by the shift control unit 102. The speed change control of the stepless transmission 58 is executed. The plurality of simulated gear stages can be established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the output rotation speed No so that the total gear ratio γt can be maintained. The total gear ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire range of the output rotation speed No, and may be changed in a predetermined region, and is limited by the upper limit or the lower limit of the rotation speed of each part. May be added. The plurality of simulated gear stages need only control the engine rotation speed Ne according to the output rotation speed No, and a predetermined simulated gear stage can be established regardless of the type of AT gear stage of the stepped transmission 60. it can. In this way, the hybrid control unit 104 can perform shift control that changes the engine rotation speed Ne like a stepped shift.

Similar to the AT gear shift map, the simulated gear shift map is predetermined with the output rotation speed No and the accelerator opening θacc as parameters. FIG. 8 is an example of a simulated gear shift map, in which the solid line is an upshift line and the broken line is a downshift line. By switching the simulated gear according to the simulated gear shift map, the combined transmission 80 in which the continuously variable transmission 58 and the stepped transmission 60 are arranged in series has a shift feeling similar to that of the stepped transmission. can get. In the simulated stepped speed change control for shifting the speed of the compound transmission 80 as a whole like a stepped transmission, for example, when the driver selects a driving mode that emphasizes driving performance such as a sports driving mode, or the required drive torque Twdem is relatively large. If it is large, the combined transmission 80 as a whole may be executed in preference to the continuously variable transmission that operates as a continuously variable transmission, but basically, the simulated stepped speed change control is executed except when a predetermined execution is restricted. May be done.

The simulated stepped speed change control by the hybrid control unit 104 and the speed change control of the stepped transmission 60 by the speed change control unit 102 are executed in cooperation with each other. In this embodiment, 10 types of simulated gear stages of simulated 1st speed gear stage-simulated 10th speed gear stage are assigned to 4 types of AT gear stages of AT 1st speed gear stage-AT 4th speed gear stage. Therefore, the AT gear shift map is defined so that the AT gear shift is performed at the same timing as the shift timing of the simulated gear gear. Specifically, the upshift lines of the simulated gear stages "3 → 4", "6 → 7", and "9 → 10" in FIG. 8 are the AT gear stage shift maps "1 → 2" and "2". It coincides with each upshift line of "→ 3" and "3 → 4" (see "AT1 → 2" etc. described in FIG. 8). Further, the downshift lines of the simulated gear stages "2 ← 3", "5 ← 6", and "8 ← 9" in FIG. 8 are "1 ← 2" and "2 ← 3" of the AT gear stage shift map. , "3 ← 4" coincides with each downshift line (see "AT1 ← 2" etc. described in FIG. 8). Alternatively, the shift command of the AT gear may be output to the shift control unit 102 based on the shift determination of the simulated gear based on the simulated gear shift map of FIG. As described above, when the stepped transmission 60 is upshifted, the entire compound transmission 80 is upshifted, while when the stepped transmission 60 is downshifted, the entire compound transmission 80 is downshifted. Be struck. The shift control unit 102 switches the AT gear stage of the stepped transmission 60 when the simulated gear stage is switched. Since the AT gear shift is performed at the same timing as the shift timing of the simulated gear gear, the stepped transmission 60 is changed along with the change in the engine rotation speed Ne, and the stepped transmission 60 is changed. Even if there is a shock due to shifting, it is difficult to give the driver a sense of discomfort.

The hybrid control unit 104 selectively establishes the motor traveling mode or the hybrid traveling mode as the traveling mode according to the traveling state, and travels the vehicle 10 in each traveling mode. For example, when the required drive power Pwdem is in the motor running region smaller than the predetermined threshold value, the hybrid control unit 104 establishes the motor running mode, while the required drive power Pwdem is equal to or higher than the predetermined threshold value. When it is in the hybrid driving region, the hybrid driving mode is established. The hybrid control unit 104 needs to warm up the engine 12 or when the charge state value SOC of the battery 54 is less than a predetermined engine start threshold value even when the required drive power Pwdem is in the motor traveling region. In some cases, the hybrid driving mode is established. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 12 to charge the battery 54.

FIG. 9 is a diagram showing an example of a power source switching map used for switching control between motor running and hybrid running. In FIG. 9, the solid line Lswp is a boundary line between the motor traveling region and the hybrid traveling region for switching between the motor traveling and the hybrid traveling. A region in which the vehicle speed V is relatively low, the required drive torque Twdem is relatively small, and the required drive power Pwdem is relatively small is predetermined in the motor traveling region. A region in which the vehicle speed V is relatively high, the required drive torque Twdem is relatively large, and the required drive power Pwdem is relatively large is predetermined in the hybrid traveling region. When the charge state value SOC of the battery 54 becomes less than the engine start threshold value or when the engine 12 needs to be warmed up, the motor traveling region in FIG. 9 may be changed to the hybrid traveling region.

When the motor running mode is established, the hybrid control unit 104 runs the vehicle 10 by running the single drive motor by the second rotating machine MG2 if the required drive power Pwdem can be realized only by the second rotating machine MG2. Let me. On the other hand, when the motor travel mode is established, the hybrid control unit 104 travels the vehicle 10 by traveling with both drive motors if the required drive power Pwdem cannot be realized only by the second rotary machine MG2. Even when the required drive power Pwdem can be realized only by the second rotary machine MG2, the hybrid control unit 104 uses the first rotary machine MG1 and the second rotary machine MG2 together rather than using only the second rotary machine MG2. If it is more efficient, the vehicle 10 may be driven by both drive motors.

By the way, at the time of shifting of the stepped transmission 60, torque down control for temporarily reducing the input torque Tin input to the stepped transmission 60 in order to quickly complete the shifting and reduce the shifting shock. It has been known. The electronic control device 100 executes torque down control for reducing the input torque Tin input to the stepped transmission 60 by generating the second rotary MG2 at the time of shifting the stepped transmission 60. The reduction means, that is, the shift input torque reduction unit 106 is functionally provided. For example, when the stepped transmission 60 is upshifted, the stepped transmission input torque reducing unit 106 generates power for the second rotating gear MG2 when the inertia phase of the stepped transmission 60 is started. The input torque Tin of 60 is reduced by the required torque reduction amount ΔT at the time of shifting, which is set based on the gear stage, the vehicle speed V, and the like.

Here, when the charge state value SOC of the battery 54 becomes high, the chargeable power Win is limited, so that the input torque Tin of the stepped transmission 60 is sufficiently reduced by the power generation of the second rotary machine MG2. Becomes difficult. In such a case, it is conceivable to reduce the input torque Tin by retarding the ignition timing of the engine 12 at the time of shifting the stepped transmission 60. However, in the engine 12 having the supercharger 18, it is known that the supercharging pressure Pchg increases when the ignition timing is retarded. Therefore, when the input torque Tin of the stepped transmission 60 cannot be sufficiently reduced by generating the second rotary machine MG2, the input torque Tin is reduced by retarding the ignition timing of the engine 12. There was a risk of causing a shift shock due to an increase in the boost pressure Pchg.

In order to solve the above problem, the electronic control device 100 includes a predictive means for predicting the occurrence of a shift of the stepped transmission 60, that is, a prediction unit 108, and a battery when the occurrence of a shift of the stepped transmission 60 is predicted. It is functionally provided with a discharge control means for controlling the discharge of 54, that is, a discharge control unit 110.

When the prediction unit 108 predicts that the state of the vehicle will reach the shift line accompanied by the actual shift of the stepped transmission 60 after the lapse of a predetermined time ta in the simulated gear gear shift map shown in FIG. 8, the stepped transmission 60 It is predicted that a shift will occur. For example, when the state of the vehicle is at the point C in FIG. 8, based on the change in the output rotation speed No, the upshift line of the simulated gear stage “6 → 7”, that is, “AT2 → 3” at the time when the predetermined time ta elapses. When it is predicted that the point D on the upshift line will be reached, it is predicted that the stepped transmission 60 will shift. The predetermined time ta is determined experimentally or experimentally in advance, and is set to a value that can reduce the charge state value SOC of the battery 54 in advance by discharge control until the shift of the stepped transmission 60 is started. Has been done.

When the prediction unit 108 predicts the occurrence of shifting of the stepped transmission 60, the discharge control unit 110 determines whether the charge state value SOC of the battery 54 is higher than the preset predetermined value SOC1. The predetermined value SOC1 of the charging state value SOC is obtained in advance experimentally or by design, and the input torque Tin required at the time of shifting at the predicted shifting is set to the required torque reduction amount ΔT at the time of shifting of the second rotating machine MG2. It is set in the range that can be obtained by reducing the input torque Tin by power generation. That is, the predetermined value SOC1 of the charging state value SOC is set in a range in which torque down control by the second rotating machine MG2 can be executed when the predicted shift is executed, and is set as an upper limit value here. ..

Here, the required torque reduction amount ΔT at the time of shifting differs depending on the type of predicted shifting. Specifically, the required torque reduction amount ΔT at the time of shifting changes depending on the gear stage to be shifted, the vehicle speed V, and the like. In connection with this, the predetermined value SOC1 is also changed according to the transmission gear stage, the vehicle speed V, and the like. For example, as the speed change gear stage becomes a low gear (low speed side gear stage), the required torque reduction amount ΔT at the time of speed change becomes smaller and the predetermined value SOC1 becomes higher. Further, as the vehicle speed V becomes lower, the required torque reduction amount ΔT at the time of shifting becomes smaller, and the predetermined value SOC1 becomes higher. The discharge control unit 110 stores a relational map for obtaining a predetermined value SOC1 including the number of gears to be changed, the vehicle speed V, etc., which is obtained and stored in advance, and the speed is changed to the relational map. By applying the number of gears, vehicle speed V, etc., a predetermined value SOC1 is determined every time a shift is predicted to occur.

When the discharge control unit 110 determines that the charge state value SOC of the battery 54 is equal to or less than the predetermined value SOC1, it determines that it is unnecessary to execute the discharge control. In this case, even if the charge state value SOC of the battery 54 is not lowered in advance by the discharge control, the input torque Tin required at the time of shifting at the predicted shifting by the power generation of the second rotating machine MG2 is required at the time of shifting. This is because the torque reduction amount ΔT can be secured.

On the other hand, when the discharge control unit 110 is predicted to generate the stepped transmission 60 and the charge state value SOC of the battery 54 is higher than the predetermined value SOC1, the power generation of the second rotary machine MG2 is generated in the torque down control. Due to the reduction of the input torque Tin due to the above, the required torque reduction amount ΔT of the input torque Tin required at the time of shifting at the predicted shifting cannot be obtained. Therefore, the discharge control for lowering the charge state value SOC of the battery 54 is performed. .. At this time, the discharge control unit 110 determines in advance whether the possible reduction amount ΔSOCpos of the charge state value SOC of the battery 54 that can be reduced by the discharge control satisfies the required required reduction amount ΔSOCdem.

First, the discharge control unit 110 calculates the required reduction amount ΔSOCdem of the charge state value SOC to be reduced by the discharge control based on the required torque reduction amount ΔT at the time of shifting and the charge state value SOC of the battery 54. FIG. 10 shows the relationship between the required torque reduction amount ΔT during shifting and the required reduction amount ΔSOCdem of the charging state value SOC. As shown in FIG. 10, the larger the required torque reduction amount ΔT during shifting, the higher the required reduction amount ΔSOCdem of the charging state value SOC. This is because as the required torque reduction amount ΔT during shifting increases, the amount of electric power generated by the power generation of the second rotary machine MG2 during torque down control increases, and it is necessary to secure the capacity of the battery 54 capable of storing the electric energy. is there. Further, the required reduction amount ΔSOCdem of the charge state value SOC is also changed by the charge state value SOC at that time. The required reduction amount ΔSOCdem becomes smaller if the charging state value SOC is close to the predetermined value SOC1, and the required reduction amount ΔSOCdem increases as the charging state value SOC becomes higher than the predetermined value SOC1.

When the discharge control unit 110 calculates the required reduction amount ΔSOCdem of the charge state value SOC, the charge state value SOC that can be reduced by the discharge control is based on the power that can be discharged by the discharge control and the time tb that can execute the discharge control. Calculate the possible reduction amount ΔSOCpos. In the discharge control, the power consumption is increased by increasing the MG2 torque Tm output from the second rotary machine MG2 during traveling. Therefore, the electric power that can be discharged during traveling is calculated based on the power consumption and the like when the MG2 torque Tm of the second rotating machine MG2 that can be output during traveling is increased. Further, by multiplying the dischargeable power by the time tb at which the discharge control can be executed, the reducible possible reduction amount ΔSOCpos of the charge state value SOC is calculated. When this possible reduction amount ΔSOCpos is larger than the required reduction amount ΔSOCpos of the charging state value SOC, the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by the discharge control when the occurrence of shifting of the stepped transmission 60 is predicted. Is determined to satisfy the required reduction amount ΔSOCdem of the charging state value SOC. On the other hand, when the possible reduction amount ΔSOCpos is smaller than the required reduction amount ΔSOCdem of the charge state value SOC, the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by the discharge control sets the required reduction amount ΔSOCdem of the charge state value SOC. It is determined that the condition is not satisfied.

When the possible reduction amount ΔSOCpos of the charge state value SOC that can be reduced by the discharge control satisfies the required reduction amount ΔSOCdem of the charge state value SOC, the discharge control unit 110 is required at the time of shifting at the predicted shift. Based on the required torque reduction amount ΔT at the time of shifting of the input torque Tin, the charge state value SOC of the battery 54 can be obtained by reducing the input torque Tin required by the power generation of the second rotary machine MG2 to obtain the required torque reduction amount ΔT at the time of shifting. Discharge control is performed so that the value is reduced below the upper limit. Specifically, the discharge control unit 110 increases the MG2 torque Tm of the second rotary machine MG2 and MG2 of the second rotary machine MG2 so that the required reduction amount ΔSOCdem of the charge state value SOC can be obtained in the discharge control. The engine torque Te of the engine 12 is reduced by controlling the throttle valve opening degree θth of the engine 12 so as to suppress the increase of the input torque Tin due to the increase of the torque Tm. By executing the discharge control as described above, at the time when the shifting is started, the charge state value SOC of the battery 54 is the amount of torque reduction required at the time of shifting by reducing the input torque Tin due to the power generation of the second rotary machine MG2. Since it is reduced to the upper limit value or less at which ΔT can be obtained, torque down control by the second rotating machine MG2 can be executed at the time of shifting. Therefore, the shift shock generated in the shift transition period is suppressed. Further, even if the MG2 torque Tm of the second rotary machine MG2 is increased by the discharge control, the increase is offset by the reduction of the engine torque Te by controlling the throttle valve opening degree θth of the engine 12, so that the discharge control is performed. The change in the drive torque Tw of the vehicle 10 due to the above is also suppressed.

Further, when the electronic control device 100 determines that the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by the discharge control does not satisfy the required reduction amount ΔSOCdem, the electronic control device 100 determines that the required reduction amount ΔSOCdem is not satisfied. By changing the shift point to the lower vehicle speed side and reducing the boost pressure Pchg by the supercharger 18, the required torque reduction amount ΔT of the input torque Tin required at the time of shifting at the predicted shifting is reduced. The gear shifting required torque reduction amount reducing means, that is, the gear shifting required torque reduction amount reducing unit 112 is functionally provided.

The required torque reduction amount reduction unit 112 at the time of shifting (hereinafter referred to as the required torque reduction amount reduction unit 112) changes the shift point of the stepped transmission 60 to the low vehicle speed side and reduces the supercharging pressure Pchg by the supercharger 18. Selectively, when the shift point of the stepped transmission 60 cannot be changed to the low vehicle speed side, the supercharger 18 reduces the supercharging pressure Pchg. The required torque reduction amount reduction unit 112 determines whether the shift point of the stepped transmission 60 can be changed to the low vehicle speed side. The required torque reduction amount reduction unit 112 stores, for example, a changeable area map for determining whether or not the shift point can be changed to the low vehicle speed side, which is composed of the accelerator opening degree θacc and the output rotation speed No. By applying the actual accelerator opening θacc and the output rotation speed No to the changeable area map, it is determined whether the shift point can be changed to the low vehicle speed side. The shiftable area map is obtained and stored experimentally or by design in advance, and in the travel area where the traveling performance of the vehicle 10 is significantly deteriorated by changing the shift point to the low vehicle speed side, the shift point It is set so that it cannot be changed to the low vehicle speed side.

When the required torque reduction amount reduction unit 112 determines that the shift point can be changed to the low vehicle speed side, the required torque reduction amount reduction unit 112 changes the shift point of the stepped transmission 60 to the low vehicle speed side by the preset movement amount Qtra. By changing the shift point of the stepped transmission 60 to the low vehicle speed side, the rotational change in the shift transition period is reduced, and the required torque reduction amount ΔT during the shift transition period of the stepped transmission 60 is reduced. As a result, the amount of work during shifting is reduced, so that the need for torque down control during shifting is reduced. Further, if the required torque reduction amount ΔT during shifting can be secured by reducing the input torque Tin due to the power generation of the second rotating machine MG2, the torque down control during shifting is performed. By executing this, the shift shock can be suppressed. The movement amount Qtra of the shift point is determined experimentally or designly in advance. For example, even if the torque down control is not executed during the shift, the shift shock generated by the shift shock is within the permissible range. Alternatively, it is set to a value at which torque down control by power generation of the second rotary machine MG2 becomes feasible as the required torque reduction amount ΔT at the time of shifting is reduced.

On the other hand, the required torque reduction amount reduction unit 112 reduces the supercharging pressure Pchg by the supercharger 18 when the shift point of the stepped transmission 60 cannot be changed to the low vehicle speed side. The required torque reduction amount reduction unit 112 reduces the boost pressure Pchg by controlling the wastegate valve 30. By reducing the boost pressure Pchg by the supercharger 18, the engine torque Te of the engine 12 is reduced, and the required torque reduction amount ΔT at the time of shifting is also reduced. This reduces the need for torque down control during shifting. Further, when the required torque reduction amount ΔT at the time of shifting decreases as the boost pressure Pchg decreases, and the required torque reduction amount ΔT at the time of shifting can be secured by reducing the input torque Tin due to the power generation of the second rotary machine MG2. Can suppress the shift shock by executing the torque down control at the time of shifting. The amount of reduction ΔPchg of the boost pressure Pchg by the supercharger 18 is obtained experimentally or designly in advance. For example, even if the torque down control is not executed during the shift, the shift shock generated by the torque down control is not executed. Is set to a value within the permissible range, or a value at which torque down control by power generation of the second rotary machine MG2 becomes feasible as the required torque reduction amount ΔT at the time of shifting is reduced.

FIG. 11 is a flowchart for explaining a main part of the control operation of the electronic control device 100, and is a flowchart for explaining a control operation for suppressing a shift shock generated at the time of shifting of the stepped transmission 60. This flowchart is repeatedly executed while the vehicle 10 is running.

First, in step ST1 (hereinafter, the step is omitted) corresponding to the control function of the prediction unit 108, it is determined whether or not the shift of the stepped transmission 60 is predicted to occur. If ST1 is denied, it is returned. When ST1 is affirmed, torque down control by power generation of the second rotary machine MG2 is performed based on whether the charge state value SOC of the battery 54 is equal to or less than the predetermined value SOC1 in ST2 corresponding to the control function of the discharge control unit 110. Is determined to be feasible. If ST2 is affirmed, it will be returned. When ST2 is denied, in ST3 corresponding to the control function of the discharge control unit 110, it is determined whether the charge state value SOC can be reduced to the required reduction amount ΔSOCdem by the discharge control.

When ST3 is affirmed, in ST4 corresponding to the control function of the discharge control unit 110, discharge control is executed by increasing the MG2 torque Tm of the second rotary machine MG2, and the throttle valve opening degree of the engine 12 is opened. The torque down control of the engine 12 is executed by controlling θth. As a result, the charge state value SOC is reduced to the required reduction amount ΔSOCdem. Therefore, at the time of shifting the stepped transmission 60, the torque down control by the power generation of the second rotating gear MG2 can be executed. Further, by executing the torque down control of the engine 12, the engine torque Te of the engine 12 is reduced so as to offset the increase of the MG2 torque Tm of the second rotary machine MG2, and the drive torque of the vehicle 10 by the discharge control is reduced. Fluctuations in Tw are suppressed.

When returning to ST3 and denying ST3, it is determined in ST5 corresponding to the control function of the required torque reduction amount reduction unit 112 whether the shift point of the stepped transmission 60 can be changed to the low vehicle speed side. If ST5 is affirmed, the shift point of the stepped transmission 60 is changed to the low vehicle speed side in ST6 corresponding to the control function of the required torque reduction amount reduction unit 112. As a result, the required torque reduction amount ΔT at the time of shifting is reduced, and the necessity of torque down control is reduced in shifting of the stepped transmission 60. Further, by reducing the required torque reduction amount ΔT during shifting, the required torque reduction amount ΔT during shifting can be secured by reducing the input torque Tin due to the power generation of the second rotary machine MG2. Therefore, the shift shock generated at the time of shifting the stepped transmission 60 is suppressed.

When returning to ST5 and denying ST5, the supercharging pressure Pchg by the supercharger 18 is reduced in ST7 corresponding to the control function of the required torque reduction amount reducing unit 112. As a result, the engine torque Te of the engine 12 is reduced, and the required torque reduction amount ΔT at the time of shifting is reduced, so that the necessity of torque down control is reduced in shifting of the stepped transmission 60. Further, by reducing the required torque reduction amount ΔT during shifting, the required torque reduction amount ΔT during shifting can be secured by reducing the input torque Tin due to the power generation of the second rotary machine MG2.

FIG. 12 is a time chart for explaining one aspect of the operation result when the shift of the stepped transmission 60 is predicted during traveling. In the time chart of FIG. 12, the case where the upshift from the AT 2nd gear to the AT 3rd gear and the charge state value SOC exceeds the predetermined value SOC1 at the time when the upshift is predicted is shown as an example. ing.

When the upshift of the stepped transmission 60 is predicted at the time of t1 shown in FIG. 12, it is determined that the discharge control needs to be executed because the charging state value SOC is higher than the predetermined value SOC1. Further, it is determined whether or not the possible reduction amount ΔSOCpos of the charge state value SOC of the battery 54 that can be reduced by the discharge control satisfies the required reduction amount ΔSOCdem. In FIG. 12, it is assumed that the possible reduction amount ΔSOCpos of the charge state value SOC satisfies the required reduction amount ΔSOCdem at the time of t1.

At the time of t2, the discharge control is started. As shown in FIG. 12, between the time point t2 and the time point t3, the MG2 torque Tm of the second rotary machine MG2 gradually increases toward the target value. Further, the engine torque Te is gradually reduced so as to offset the increase in the MG2 torque Tm of the second rotary machine MG2. Further, the MG1 torque Tg (regeneration torque) of the first rotary machine MG1 is gradually increased toward zero so that the engine rotation speed Ne of the engine 12 and the MG1 rotation speed Ng of the first rotary machine MG1 do not change. By executing the discharge control described above, the amount of discharge from the battery 54 increases, and the charge state value SOC gradually decreases.

When the MG2 torque Tm of the second rotating machine MG2 reaches the target value at the time t3, the MG2 torque Tm of the second rotating machine MG2 is maintained in an increased state from the time t3 to the time t4. Similarly, the engine torque Te of the engine 12 and the MG1 torque Tg of the first rotary machine MG1 are also maintained at constant values. Even in this state, since the MG2 torque Tm of the second rotary machine MG2 is in an increased state, the charge state value SOC continues to decrease. When the execution of shifting approaches at the time of t4, the discharge control is terminated from the time of t4 to the time of t5, so that the MG2 torque Tm of the second rotary machine MG2, the engine torque Te of the engine 12, and the MG1 torque of the first rotary machine MG1 The Tg is controlled so as to return to the state before the discharge control. Then, at the time of t5, the discharge control is completed, and the charge state value SOC of the battery 54 is reduced to a value that can reduce the required torque reduction amount ΔT at the time of shifting by reducing the input torque Tin due to the power generation of the second rotary machine MG2. Will be done.

At the time of t6, when it is determined that the stepped transmission 60 is to be upshifted, the oil pressure Pb1 of the brake B1 which is the release side engaging device is gradually reduced by a preset gradient. Further, when a predetermined time elapses from the time t6, the oil pressure Pc2 of the clutch C2, which is the engaging side engaging device, is gradually increased by a preset gradient. Then, at the time of t7, when the inertia phase of the stepped transmission 60 is started, the torque down control is started by reducing the input torque Tin by the power generation of the MG2 torque Tm of the second rotary machine MG2. At this time, power is generated by the second rotary machine MG2, and the generated power is stored in the battery 54, so that the charge state value SOC is increased. Here, since the charge state value SOC is reduced in advance to a value that can secure the required torque reduction amount ΔT at the time of shifting by reducing the input torque Tin due to the power generation of the second rotary machine MG2, the power generation of the second rotary machine MG2 is used. By the torque down control, the required torque reduction amount ΔT at the time of shifting can be secured. Therefore, the shift shock generated during the torque down control is suppressed.

As described above, according to the present embodiment, when the shift of the stepped transmission 60 is predicted, the discharge control of the battery 54 is performed when the charge state value SOC of the battery 54 is higher than the predetermined value SOC1. Therefore, the charge state value SOC of the battery 54 is lowered in advance at the start of shifting. Therefore, the charge state value SOC of the battery 54 is high at the start of shifting, and the charging of the battery 54 is restricted at the time of shifting, so that the input torque Tin can be sufficiently reduced by generating the second rotary machine MG2. It is possible to suppress the inability to do so.

Further, according to the present embodiment, by increasing the MG2 torque Tm of the second rotating machine MG2, the electric power consumed by the second rotating machine MG2 increases, so that the amount of discharge from the battery 54 increases, and the battery 54 The charge state value SOC can be lowered. Further, since the engine torque Te of the engine 12 is reduced so as to suppress the increase of the input torque Tin due to the increase of the MG2 torque Tm of the second rotary machine MG2, the fluctuation of the drive torque transmitted to the drive wheels 14 is suppressed. be able to. Further, since the discharge control is performed so that the charge state value SOC of the battery 54 becomes equal to or less than the upper limit value at which the required torque reduction amount ΔT at the time of shifting can be obtained by the power generation of the second rotary machine MG2, the stepped transmission 60 It is possible to surely obtain the required torque reduction amount ΔT at the time of shifting by reducing the input torque Tin due to the power generation of the second rotating machine MG2 at the time of shifting. Further, when the possible reduction amount ΔSOCpos of the charge state value SOC of the battery 54 that can be reduced by the discharge control is less than the required reduction amount ΔSOCdem, the shift point of the stepped transmission 60 is changed to the low vehicle speed side. By one of the reduction of the boost pressure Pchg by the supercharger 18 and the reduction of the boost pressure Pchg, the required torque reduction amount ΔT at the time of shifting can be reduced. Therefore, it is possible to reduce the shift shock when the charge state value SOC of the battery 54 cannot be reduced to the required reduction amount ΔSOCdem by the discharge control.

Next, another embodiment of the present invention will be described. In the following description, the parts common to the above-described embodiment are designated by the same reference numerals and the description thereof will be omitted.

In the above-described embodiment, as the torque down control performed during the shift of the stepped transmission 60, the input torque Tin is reduced by the power generation of the second rotary machine MG2. In this embodiment, in addition to the reduction of the input torque Tin due to the power generation of the second rotary machine MG2 at the time of shifting the stepped transmission 60, the control of retarding the ignition timing of the engine 12 to reduce the input torque Tin is also performed. It is also executed. Hereinafter, control modes corresponding to this embodiment will be described. The points that are the same as those in the first embodiment will be omitted.

FIG. 13 is a functional block diagram for explaining the control function of the electronic control device 200 corresponding to the present embodiment. The electronic control device 200 functionally includes a shift control unit 102, a hybrid control unit 104, a prediction unit 108, a shift input torque reduction unit 206, a discharge control unit 208, and a shift required torque reduction amount reduction unit 210. There is. Since the shift control unit 102, the hybrid control unit 104, and the prediction unit 108 have the same functions as those in the first embodiment, the description thereof will be omitted.

When the inertia phase of the stepped transmission 60 is started, for example, when the stepped transmission 60 is upshifted, the input torque reducing unit 206 at the time of shifting receives the input of the stepped transmission 60 by the power generation of the second rotating gear MG2. In addition to reducing the torque Tin, the ignition timing of the engine 12 is retarded to reduce the input torque Tin of the stepped transmission 60. That is, in this embodiment, both the power generation of the second rotary machine MG2 and the retardation of the ignition timing are executed as the torque down control. The retardation timing of the ignition timing executed during the torque down control is executed within a range in which the increase in the boost pressure Pchg by the supercharger 18 does not matter. In this way, the input torque Tin of the stepped transmission 60 is reduced by the retard angle of the ignition timing of the engine 12, so that the input torque Tin is surely reduced by the required torque reduction amount ΔT at the time of shifting during torque down control. Can be made to.

The discharge control unit 208 determines whether the charge state value SOC of the battery 54 is higher than the preset predetermined value SOC2. The predetermined value SOC2 of the battery 54 is determined in advance experimentally or by design, and is based on the rotor required torque reduction amount ΔT1 of the input torque Tin required for the second rotary machine MG2 at the time of shifting at the predicted shifting speed. The charging state value SOC is set to an upper limit value in a range in which the required torque reduction amount ΔT1 of the rotating machine can be obtained by reducing the input torque Tin by the power generation of the second rotating machine MG2.

In this embodiment, since the torque down control is also performed by the retard angle of the ignition timing, in the torque down control, the input torque Tin is reduced by the power generation of the second rotating machine MG2 and the input torque Tin due to the retard angle of the ignition timing. It suffices to secure the required torque reduction amount ΔT at the time of shifting by the reduction. That is, in the torque down control, the sum of the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2 and the retard angle required torque reduction amount ΔT2 due to the retardation of the ignition timing is the shift required torque reduction amount ΔT ( = ΔT1 + ΔT2). Therefore, as the retard angle required torque reduction amount ΔT2 that can be reduced by the retard angle of the ignition timing increases, the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2 becomes smaller.

Here, the retard angle required torque reduction amount ΔT2 that can be reduced by the retard angle of the ignition timing is determined based on the boost pressure Pchg or the like as described later, and the rotary machine required torque reduction required for the second rotary machine MG2. The amount ΔT1 is calculated by the difference (= ΔT−ΔT2) between the required torque reduction amount ΔT during shifting and the retard angle required torque reduction amount ΔT2. A predetermined value SOC2 is determined based on the calculated torque reduction amount ΔT1 required for the rotating machine. Further, as the retard angle required torque reduction amount ΔT2 becomes larger, the rotating machine required torque reduction amount ΔT1 becomes smaller, so that the predetermined value SOC2 becomes a larger value. As described above, since the predetermined value SOC2 is determined based on the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2, the predetermined value SOC2 is higher than the predetermined value SOC1 of the above-described first embodiment. It becomes a value.

When the charge state value SOC is larger than the predetermined value SOC2, the discharge control unit 208 reduces the input torque Tin due to the power generation of the second rotating machine MG2 and reduces the input torque Tin due to the retardation of the ignition timing of the engine 12. It is determined that the required torque reduction amount ΔT at the time of shifting required at the time of shifting at the predicted shifting cannot be obtained, and discharge control is performed.

In performing the discharge control, the discharge control unit 208 determines whether the possible reduction amount ΔSOCpos of the charge state value SOC of the battery 54 that can be reduced by the discharge control satisfies the required required reduction amount ΔSOCdem.

First, the discharge control unit 208 charges the battery 54 based on the required torque reduction amount ΔT during shifting, the retard angle required torque reduction amount ΔT2 that can be reduced by the retard of the ignition timing, and the charge state value SOC of the battery 54. Calculate the required reduction amount ΔSOCdem of the value SOC. As shown in FIG. 10 of the above-described first embodiment, as the required torque reduction amount ΔT during shifting increases, the required reduction amount ΔSOCdem of the charging state value SOC increases. FIG. 14 shows the relationship between the retard angle required torque reduction amount ΔT2 due to the retardation timing of the ignition timing and the required reduction amount ΔSOCdem of the charging state value SOC. As shown in FIG. 14, as the retard angle required torque reduction amount ΔT2 due to the retardation timing retardation increases, the required reduction amount ΔSOCdem of the charging state value SOC decreases. This is because when the retard angle required torque reduction amount ΔT2 due to the retardation of the ignition timing increases, the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2 decreases. In this way, the required torque reduction amount ΔT1 for the rotating machine is reduced by the amount of the retard angle required torque reduction amount ΔT2 due to the retardation of the ignition timing. Therefore, the required reduction amount ΔSOCdem is also reduced by the amount of the retard angle required torque reduction amount ΔT2. It becomes smaller.

Here, the retard angle required torque reduction amount ΔT2 that can be reduced by the retard angle of the ignition timing is an unillustrated relationship for obtaining the retard angle required torque reduction amount ΔT2 composed of the boost pressure Pchg, the accelerator opening degree θacc, and the like. It is obtained by applying the actual boost pressure Pchg, accelerator opening θacc, etc. to the map. The relationship map has been obtained experimentally or by design in advance. For example, the retard angle required torque reduction amount ΔT2 is set to decrease as the boost pressure Pchg increases.

The discharge control unit 208 determines the required reduction amount ΔSOCdem of the charge state value SOC in consideration of the charge state value SOC of the battery 54 based on the relationship shown in FIGS. 10 and 14. Next, the discharge control unit 208 calculates the possible reduction amount ΔSOCpos of the charge state value SOC that can be reduced by the discharge control, based on the electric power that can be discharged by the discharge control and the time tb that can execute the discharge control. Since the calculation of the possible reduction amount ΔSOCpos is the same as that in the first embodiment described above, the description thereof will be omitted.

When the calculated possible reduction amount ΔSOCpos is larger than the required reduction amount ΔSOCdem of the charge state value SOC, the discharge control unit 208 can reduce the charge state value SOC of the battery 54 by the discharge control. Is determined to satisfy the required reduction amount ΔSOCdem of the charge state value SOC of the battery 54. On the other hand, when the possible reduction amount ΔSOCpos is smaller than the required reduction amount ΔSOCdem of the charging state value SOC, the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by the discharge control sets the required reduction amount ΔSOCdem of the charging state value SOC. It is determined that the condition is not satisfied.

When the possible reduction amount ΔSOCpos of the charge state value SOC that can be reduced by the discharge control satisfies the required reduction amount ΔSOCdem, the discharge control unit 208 has a rotor required torque of the input torque Tin required at the time of shifting at the predicted shifting. Based on the reduction amount ΔT1, the discharge control is performed so that the charge state value SOC of the battery 54 is reduced to or less than the upper limit value at which the rotary machine required torque reduction amount ΔT1 can be obtained by reducing the input torque Tin due to the power generation of the second rotary machine MG2. I do. Since the specific aspect of the discharge control is the same as that of the first embodiment described above, the description thereof will be omitted.

If the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by discharge control does not satisfy the required reduction amount ΔSOCdem of the charging state value SOC, the required torque reduction amount reduction unit 210 during shifting (hereinafter, the required torque reduction amount reduction unit) 210) changes the shift point of the stepped transmission 60 to the low vehicle speed side and reduces the boost pressure Pchg of the supercharger 18, and the input torque required at the time of shifting at the predicted shift. The amount of torque reduction required for Tin shifting ΔT is reduced.

The required torque reduction amount reduction unit 210 selectively changes the shift point of the stepped transmission 60 to the low vehicle speed side and reduces the boost pressure Pchg by the supercharger 18, and shifts the stepped transmission 60. When the point cannot be changed to the low vehicle speed side, the supercharger 18 reduces the supercharging pressure Pchg. The required torque reduction amount reduction unit 210 determines whether the shift point of the stepped transmission 60 can be changed to the low vehicle speed side in the same manner as in the first embodiment described above.

When the required torque reduction amount reduction unit 210 determines that the shift point can be changed to the low vehicle speed side, the required torque reduction amount reduction unit 210 changes the shift point of the stepped transmission 60 to the low vehicle speed side by the preset movement amount Qtra. To do. As a result, the required torque reduction amount ΔT at the time of shifting is reduced, so that the necessity of torque down control during shifting is reduced. Further, if the required torque reduction amount ΔT at the time of shifting is reduced and the required torque reduction amount ΔT1 of the rotating machine can be secured by reducing the input torque Tin due to the power generation of the second rotating machine MG2, the torque down control is performed at the time of shifting. By reducing the input torque Tin due to the power generation of the second rotary machine MG2 and reducing the input torque Tin due to the retardation of the ignition timing, the shift shock can be suppressed.

Further, the required torque reduction amount reduction unit 210 reduces the supercharging pressure Pchg by the supercharger 18 when the shift point of the stepped transmission 60 cannot be changed to the low vehicle speed side. The required torque reduction amount reduction unit 210 reduces the boost pressure Pchg by a predetermined reduction amount ΔPchg by controlling the wastegate valve 30. By reducing the boost pressure Pchg, the engine torque Te decreases, and in connection with this, the required torque reduction amount ΔT at the time of shifting also decreases. As a result, the need for torque down control during shifting is reduced. Further, if the required torque reduction amount ΔT at the time of shifting is reduced and the required torque reduction amount ΔT1 of the rotating machine can be secured by reducing the input torque Tin due to the power generation of the second rotating machine MG2, the torque down control is performed at the time of shifting. By reducing the input torque Tin due to the power generation of the second rotary machine MG2 and reducing the input torque Tin due to the retardation of the ignition timing, the shift shock can be suppressed.

As described above, as torque down control during shifting of the stepped transmission 60, reduction of input torque Tin due to power generation of the second rotary machine MG2 and reduction of input torque Tin due to retardation of the ignition timing of the engine 12 are performed. It may be implemented. In this case, as shown in FIG. 14, the larger the retard angle required torque reduction amount ΔT2 due to the retardation of the ignition timing, the smaller the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2. The required reduction amount ΔSOCdem of the charge state value SOC can be made smaller than that of the first embodiment. Therefore, in the discharge control, the possible reduction amount ΔSOCpos often satisfies the required reduction amount ΔSOCdem, and the charge state value SOC can be reduced to a value at which the torque down control can be executed by the discharge control. As a result, when shifting the stepped transmission 60, the shift shock can be suitably suppressed by the torque down control.

As described above, in this example as well, the same effect as in Example 1 described above can be obtained. Further, the retard angle of the ignition timing of the engine 12 can be performed within a range in which an increase in the boost pressure Pchg does not become a problem, and the input torque Tin is reduced by the retard angle of the ignition timing of the engine 12, so that the input is preferably input. Torque Tin can be reduced. Further, by reducing the input torque Tin due to the power generation of the second rotary machine MG2 and reducing the input torque Tin due to the retard angle of the ignition timing of the engine 12, the discharge control can be performed when the required torque reduction amount ΔT at the time of shifting cannot be obtained. Since it is performed, it is possible to prevent unnecessary charge control from being performed.

In the above-mentioned Examples 1 and 2, when the possible reduction amount ΔSOCpos of the charge state value SOC that can be reduced by the discharge control does not satisfy the required reduction amount ΔSOCdem, the low vehicle speed of the shift point of the stepped transmission 60 Although the required torque reduction amount ΔT at the time of shifting was reduced by either changing to the side or reducing the boost pressure Pchg by the supercharger 18, discharge control was not performed. In this embodiment, the discharge control is performed in parallel with the above control. Hereinafter, the points different from the above-mentioned Examples 1 and 2 will be described.

FIG. 15 is a functional block diagram for explaining the control function of the electronic control device 300 corresponding to the present embodiment. The electronic control device 300 includes a shift control unit 102, a hybrid control unit 104, a shift input torque reduction unit 106, a prediction unit 108, a discharge control unit 302, and a shift required torque reduction amount reduction unit 304 (hereinafter, required torque reduction amount). The reduction unit 304) is functionally provided. Since the shift control unit 102, the hybrid control unit 104, the shift input torque reduction unit 106, and the prediction unit 108 have the same functions as those in the first embodiment, the description thereof will be omitted.

When the discharge control unit 302 determines that the discharge control is necessary, the discharge control unit 302 determines whether the possible reduction amount ΔSOCpos of the charge state value SOC of the battery 54 that can be reduced by the discharge control satisfies the required required reduction amount ΔSOCdem. When it is determined that the possible reduction amount ΔSOCpos of the charge state value SOC satisfies the required reduction amount ΔSOCdem, the discharge control unit 302 executes the discharge control in the same manner as in the first embodiment described above.

On the other hand, when the possible reduction amount ΔSOCpos of the charging state value SOC does not satisfy the required reduction amount ΔSOCdem, the required torque reduction amount reduction unit 304 changes the shift point of the stepped transmission 60 to the low vehicle speed side, and excessively. One of the reductions of the supercharging pressure Pchg by the feeder 18 is performed, and the required torque reduction amount ΔT at the time of shifting of the input torque Tin required at the time of shifting at the predicted shifting is reduced.

When the required torque reduction amount reduction unit 304 can change the shift point of the stepped transmission 60 to the low vehicle speed side, the shift point of the stepped transmission 60 is set to a low vehicle speed by the preset movement amount Qtra. Change to the side. Here, the amount of movement Qtra of the shift point of the stepped transmission 60 to the low vehicle speed side is changed according to the possible reduction amount ΔSOCpos of the charging state value SOC. FIG. 16 shows the relationship between the possible reduction amount ΔSOCpos of the charge state value SOC and the movement amount Qtra of the shift point. As shown in FIG. 16, the larger the possible reduction amount ΔSOCpos of the charging state value SOC, the smaller the movement amount Qtra of the shift point. The required torque reduction amount reduction unit 304 determines the movement amount Qtra of the shift point based on FIG. 16, and changes the movement amount Qtra to the low vehicle speed side of the shift point. Specifically, when the required reduction amount ΔSOCpos of the charge state value SOC of the battery 54 does not satisfy the required reduction amount ΔSOCdem, the required torque reduction amount reduction unit 304 requires that the smaller the possible reduction amount ΔSOCpos, in other words. The larger the shortage of the possible reduction amount ΔSOCpos with respect to the reduction amount ΔSOCdem, the larger the movement amount Qtra of the shift point to the low vehicle speed side.

At this time, the discharge control unit 302 executes the discharge control in parallel with the change of the shift point to the low vehicle speed side. Here, since the required torque reduction amount ΔT at the time of shifting is reduced by changing the shift point, the required reduction amount ΔSOCdem of the charging state value SOC is also reduced. In connection with this, since the charge state value SOC is reduced by the discharge control, the reduction amount ΔSOC of the charge state value SOC by the discharge control can satisfy the required required reduction amount ΔSOCdem. At this time, torque down control by power generation of the second rotary machine MG2 becomes possible at the time of shifting of the stepped transmission 60. The relationship of FIG. 16 is preferably set to a value such that the reduction amount ΔSOC of the charge state value SOC by the discharge control can satisfy the required required reduction amount ΔSOCdem. As a result, the torque down control can be executed at the time of shifting the stepped transmission 60, so that the shift shock can be suppressed.

Further, when the required torque reduction amount reduction unit 304 reduces the required torque reduction amount ΔT at the time of shifting by reducing the supercharging pressure Pchg by the supercharger 18, the supercharging pressure is reduced by a predetermined reduction amount ΔPchg. The reduction amount ΔPchg of the boost pressure Pchg is changed according to the possible reduction amount ΔSOCpos of the charging state value SOC. FIG. 17 shows the relationship between the possible reduction amount ΔSOCpos of the charging state value SOC and the reduction amount ΔPchg of the boost pressure Pchg. As shown in FIG. 17, the larger the possible reduction amount ΔSOCpos of the charging state value SOC, the smaller the reduction amount ΔPchg of the boost pressure Pchg. The required torque reduction amount reduction unit 304 determines the reduction amount ΔPchg of the boost pressure Pchg based on FIG. 17, and reduces the boost pressure Pchg by the reduction amount ΔPchg. Specifically, when the required reduction amount ΔSOCpos of the charge state value SOC of the battery 54 does not satisfy the required reduction amount ΔSOCdem, the required torque reduction amount reduction unit 304 requires that the smaller the possible reduction amount ΔSOCpos, in other words. The larger the shortage of the possible reduction amount ΔSOCpos with respect to the reduction amount ΔSOCdem, the greater the reduction of the supercharging pressure Pchg by the supercharger 18.

At this time, the discharge control unit 302 executes the discharge control in parallel with the reduction of the boost pressure Pchg. Here, since the required torque reduction amount ΔT at the time of shifting is reduced by reducing the boost pressure Pchg, the required reduction amount ΔSOCdem of the charging state value SOC is also reduced. In connection with this, since the charge state value SOC is reduced by the discharge control, the reduction amount ΔSOC of the charge state value SOC by the discharge control can satisfy the required required reduction amount ΔSOCdem. At this time, torque down control by power generation of the second rotary machine MG2 becomes possible at the time of shifting of the stepped transmission 60. The relationship in FIG. 17 is preferably set to a value such that the reduction amount ΔSOC of the charge state value SOC by the discharge control can satisfy the required required reduction amount ΔSOCdem. As a result, the torque down control can be executed at the time of shifting the stepped transmission 60, so that the shift shock can be suppressed.

As described above, the discharge control is executed in parallel with the reduction of the required torque reduction amount ΔT at the time of shifting of the required torque reduction amount reducing unit 304, so that the torque down control can be executed at the time of shifting of the stepped transmission 60. Can be. As a result, the shift shock can be suppressed by executing the torque down control at the time of shifting the stepped transmission 60.

As described above, in this example as well, the same effect as in Example 1 described above can be obtained. Further, as the insufficient amount of the possible reduction amount ΔSOCpos with respect to the required reduction amount ΔSOCdem is larger, the supercharging pressure Pchg by the supercharger 18 is greatly reduced. Therefore, the supercharging pressure Pchg is suitably reduced to reduce the required torque at the time of shifting. The amount ΔT can be reduced to a suitable value (for example, a value that enables torque down control by power generation of the second rotating machine MG2).

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in each of the above-described first to third embodiments, when the shift of the stepped transmission 60 is predicted, the required reduction amount ΔSOCpos required for the possible reduction amount of the charge state value SOC of the battery 54 that can be reduced by the discharge control When ΔSOCdem is not satisfied, one of the change of the shift point of the stepped transmission 60 to the low vehicle speed side and the reduction of the boost pressure Pchg by the supercharger 18 are selectively performed. It may be the one that both changes and reduces the supercharging pressure Pchg. Further, in the above-described first to third embodiments, the shift point of the stepped transmission 60 is changed to the low vehicle speed side, and the supercharging pressure Pchg is selectively reduced by the supercharger 18. However, one of these may be performed uniformly.

Further, in the above-described embodiment, the torque down control at the time of upshifting of the stepped transmission 60 has been described, but the present invention is not limited to the upshifting of the stepped transmission 60. That is, the present invention may be applied to the down shifting of the stepped transmission 60. In the down shifting of the stepped transmission 60, the torque down control is executed at the end of the inertia phase. Discharge control is executed in advance so that torque down control can be executed at the end of the inertia phase.

Further, in the above-described third embodiment, the input torque Tin is reduced by the power generation of the second rotary machine MG2 as the torque down control, but in addition to the reduction of the input torque Tin by the power generation of the second rotary machine MG2, The torque down control may be executed depending on the retard angle of the ignition timing of the engine 12.

Further, in the above-described embodiment, the engine 12 is configured to include the supercharger 18, but the structure of the engine is not necessarily limited to this. For example, the engine 400 as shown in FIG. 18 may be used. In the engine 400 shown in FIG. 18, an electric supercharger 404 is further added to the upstream side of the compressor 18c constituting the exhaust turbine type supercharger 18 with respect to the engine 12 described above. The electric supercharger 404 has an electric compressor 404c provided in the intake pipe 20 upstream of the compressor 18c and an electric motor 404m connected to the electric compressor 404c, and performs electric supercharging. The electric compressor 404c is rotationally driven by the electric motor 404m to compress the intake air to the engine 400. The electric motor 404m is driven by a command signal from an electronic control device (not shown) so as to compensate for the delay in the response of supercharging by the supercharger 18, for example. Further, an intake bypass 406 that communicates between the upstream side and the downstream side of the electric compressor 404c of the intake pipe 20 is provided in parallel. The intake bypass 406 is provided with an air bypass valve 408 that opens and closes the passage in the intake bypass 406. The opening and closing of the air bypass valve 408 is controlled by operating an actuator (not shown) by an electronic control device (not shown). The air bypass valve 408 is opened so that, for example, when the electric supercharger 404 is not operating, the electric supercharger 404 is less likely to become a passage resistance. The present invention can also be applied to an engine 400 having an electric supercharger 404 in addition to the supercharger 18 as described above. Since the specific control mode is basically the same as that of the above-described embodiment, the description thereof will be omitted.

Further, in the above-described embodiment, the stepped transmission 60 is exemplified as the automatic transmission provided in the power transmission path between the engine 12 and the drive wheels 14, but the present invention is not necessarily limited to this mode. The connection configuration of the rotating elements of the planetary gear device constituting the automatic transmission and the arrangement of the engaging device are examples, and can be appropriately applied as long as the configuration allows stepwise speed change. Further, as the automatic transmission, there are a synchronous meshing parallel 2-axis automatic transmission, a known DCT (Dual Clutch Transmission) which is a synchronous meshing parallel 2-axis automatic transmission and has two input shafts, and the like. It may be a speed transmission.

Further, in the above-described embodiment, the one-way clutch F0 has been exemplified as a locking mechanism capable of fixing the carrier CA0 so as not to rotate, but the present invention is not limited to this embodiment. This locking mechanism, for example, selectively connects the connecting shaft 68 and the case 56, is a meshing clutch, a hydraulic friction engaging device such as a clutch or a brake, a dry engaging device, an electromagnetic friction engaging device, and magnetic powder. It may be an engaging device such as a type clutch. Alternatively, the vehicle 10 does not necessarily have to be provided with the one-way clutch F0.

Further, in the above-described embodiment, the continuously variable transmission 58 may be a transmission mechanism whose differential action can be limited by the control of a clutch or a brake connected to a rotating element of the differential mechanism 72. Further, the differential mechanism 72 may be a double pinion type planetary gear device. Further, the differential mechanism 72 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. Further, even if the differential mechanism 72 is a differential gear device in which a pinion driven to be rotated by an engine 12 and a pair of bevel gears meshing with the pinion are connected to a first rotary machine MG1 and an intermediate transmission member 70, respectively. Good. Further, in the differential mechanism 72, in a configuration in which two or more planetary gear devices are interconnected by some rotating elements constituting them, the engine, the rotating machine, and the driving wheels are connected to the rotating elements of the planetary gear devices, respectively. May be a mechanism that is connected so that power can be transmitted.

It should be noted that the above is only one embodiment, and the present invention can be implemented in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Vehicle (hybrid vehicle)
12, 400: Engine 14: Drive wheel 18: Supercharger 54: Battery (power storage device)
60: Stepped transmission (automatic transmission)
100, 200, 300: Electronic control device (control device)
106, 206: Input torque reduction unit during gear shifting 108: Prediction unit 110, 208, 302: Discharge control unit 112, 210, 304: Torque reduction amount reduction unit during gear shifting MG2: Second rotary machine (rotator)

Claims (9)

An engine and a rotating machine having a supercharger and a power storage device for transmitting and receiving electric power to the rotating machine are provided, and the power output from the engine and the rotating machine is used as a power source for traveling. A control device for a hybrid vehicle including an automatic transmission in a power transmission path between the engine and the rotary machine and a drive wheel.
When shifting the automatic transmission, a shift input torque reducing unit that generates electricity to reduce the input torque input to the automatic transmission and a shift input torque reducing unit.
A prediction unit that predicts the occurrence of shifting of the automatic transmission, and
When the occurrence of shifting of the automatic transmission is predicted and the charge state value of the power storage device is higher than a predetermined value, a discharge control unit that controls discharge of the power storage device and a discharge control unit.
A control device for a hybrid vehicle, which comprises. The discharge control unit controls the throttle valve opening degree of the engine so as to increase the torque of the rotating machine and suppress the increase of the input torque due to the increase of the torque of the rotating machine in the discharge control. The control device for a hybrid vehicle according to claim 1, wherein the torque of the engine is reduced. The shift input torque reducing unit reduces the input torque by retarding the ignition timing of the engine in addition to reducing the input torque due to the power generated by the rotating gear when the automatic transmission shifts. The control device for the hybrid vehicle according to claim 1 or 2. The discharge control unit reduces the input torque due to the power generation of the rotary machine and the input torque due to the retardation of the ignition timing of the engine. The control device for a hybrid vehicle according to claim 3, wherein the discharge control is performed when the required torque reduction amount at the time of shifting cannot be obtained. The discharge control unit sets the charge state value of the power storage device by reducing the input torque by generating power from the rotating machine, based on the required torque reduction amount of the input torque at the time of shifting at the predicted shifting. The control device for a hybrid vehicle according to any one of claims 1 to 4, wherein the discharge control is performed so as to reduce the torque required at the time of shifting to an upper limit value or less that can be obtained. The discharge control unit uses the charging state value of the power storage device to generate power from the rotating machine based on the torque required reduction amount of the input torque required for the rotating machine at the time of shifting at the predicted speed change. The control device for a hybrid vehicle according to claim 3 or 4, wherein the discharge control is performed so as to reduce the amount of torque required for the rotating machine to the upper limit value or less that can be obtained by reducing the input torque. When the shift of the automatic transmission is predicted, if the possible reduction amount of the charge state value of the power storage device that can be reduced by the discharge control does not satisfy the required reduction amount, the shift of the automatic transmission is performed. At least one of changing the point to the low vehicle speed side and reducing the boost pressure by the supercharger is performed to reduce the required torque reduction amount of the input torque required at the time of shifting at the predicted shifting. The control device for a hybrid vehicle according to any one of claims 1 to 6, further comprising a torque reduction amount reduction unit during shifting. The shift request torque reduction amount reduction unit selectively changes the shift point of the automatic transmission to the low vehicle speed side and reduces the boost pressure by the supercharger, and the shift point of the automatic transmission. The hybrid vehicle control device according to claim 7, wherein the supercharging pressure is reduced by the supercharger when the vehicle speed cannot be changed to the low vehicle speed side. When the possible reduction amount of the charging state value of the power storage device does not satisfy the required reduction amount, the required torque reduction amount reduction unit at the time of shifting increases the insufficient amount of the possible reduction amount with respect to the required reduction amount. The control device for a hybrid vehicle according to claim 7 or 8, wherein the supercharging pressure by the supercharger is significantly reduced.

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