JP2021020522A - Control device of hybrid vehicle - Google Patents

Abstract

To appropriately adjust a rotation speed of an engine by feedback-controlling output torque of a rotating machine, while improving supercharging responsiveness until supercharging pressure rises up to a target value.SOLUTION: When MG1 torque Tg is controlled by feedback-control so that engine rotation speed Ne is equal to target engine rotation speed Netgt, FB gain K is set to a larger value when the target supercharging pressure Pchgtgt is high than when the pressure is low. This enables a control device to deal with a situation where responsiveness of engine torque Te is raised by rising of the supercharging pressure Pchg up to the target supercharging pressure Pchgtgt, while improving followability of the engine rotation speed Ne to the target engine rotation speed Netgt in a period of time until the supercharging pressure Pchg rises up to the target supercharging pressure Pchgtgt.SELECTED DRAWING: Figure 8

Description

The present invention relates to a control device for a hybrid vehicle including an engine with a supercharger and a rotary machine.

A control device for a hybrid vehicle including an engine having a supercharger and a rotating machine to which the power of the engine is transmitted is well known. For example, the hybrid vehicle control device described in Patent Document 1 is that. In Patent Document 1, the output torque of the rotary machine is controlled by feedback control so that the rotation speed of the engine becomes the target rotation speed, and the output torque for the feedback control becomes large due to the delay in supercharging response. It is disclosed that the feedback gain in the feedback control is reduced when the rotation speed of the supercharger is low, where a delay in the supercharging response is expected, in order to suppress a large fluctuation in the driving force.

Japanese Unexamined Patent Publication No. 2015-140035

By the way, the control of changing the feedback gain according to the rotation speed of the supercharger, such as the technique described in Patent Document 1, absorbs the difference in supercharging response due to the difference in the rotation speed of the supercharger and the engine. Although the rotation speed can be controlled, the supercharging responsiveness itself until the supercharging pressure by the supercharger rises to the target value cannot be improved.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to feed back the output torque of the rotating machine while improving the supercharging response until the supercharging pressure rises to the target value. It is an object of the present invention to provide a control device for a hybrid vehicle capable of appropriately adjusting the rotation speed of an engine to a target rotation speed by control.

The gist of the first invention is (a) a control device for a hybrid vehicle including an engine having a supercharger and a rotary machine to which the power of the engine is transmitted, and (b) the above. A rotary machine control unit that controls the output torque of the rotary machine by feedback control so that the rotation speed of the engine becomes the target rotation speed, and (c) the target value of the supercharging pressure by the supercharger or the supercharging pressure. The feedback gain in the feedback control is set based on the difference between the target value and the actual value, and when the target value of the supercharging pressure is high, it is compared with when it is low, or the target value and the actual value of the supercharging pressure. When the difference between the above and the above is large, the feedback gain setting unit for setting the feedback gain to a larger value than when the difference is small is included.

Further, according to the second invention, in the control device for the hybrid vehicle according to the first invention, the feedback gain setting unit actually has the higher the target value of the boost pressure or the target value of the boost pressure. The larger the difference from the value, the larger the feedback gain is set.

Further, according to the third invention, in the control device for the hybrid vehicle according to the first invention or the second invention, the feedback gain setting unit improves the followability of the engine rotation speed with respect to the target rotation speed. The purpose is to set the feedback gain to a large value so that the feedback gain can be set to a large value.

The fourth invention is the control device for the hybrid vehicle according to any one of the first to third inventions, wherein the hybrid vehicle uses the power of the engine to drive wheels and the rotating machine. It is equipped with a differential mechanism that divides and transmits.

According to the first invention, when the output torque of the rotating machine is controlled by feedback control so that the rotation speed of the engine becomes the target rotation speed, when the target value of the boost pressure is high, it is compared with when it is low. When the difference between the target value of the boost pressure and the actual value is large, the feedback gain in the feedback control is set to a large value compared to when it is small, so the engine speed until the boost pressure rises to the target value. It is possible to improve the responsiveness of the output torque of the engine by raising the boost pressure to the target value while improving the followability to the target rotation speed. Therefore, the rotation speed of the engine can be appropriately adjusted to the target rotation speed by the feedback control of the output torque of the rotating machine while improving the supercharging response until the supercharging pressure rises to the target value.

Further, according to the second invention, the higher the target value of the boost pressure or the larger the difference between the target value of the boost pressure and the actual value, the larger the feedback gain is set. Therefore, the boost pressure is set to a larger value. It is also appropriate to improve the responsiveness of the output torque of the engine by raising the boost pressure to the target value while appropriately improving the followability of the engine rotation speed to the target rotation speed until the engine rises to the target value. It becomes possible to correspond to.

Further, according to the third invention, since the feedback gain is set to a large value so that the followability of the engine rotation speed with respect to the target rotation speed is improved, until the boost pressure rises to the target value. It is possible to appropriately improve the followability of the engine rotation speed to the target rotation speed.

Further, according to the fourth invention, in a hybrid vehicle provided with an engine having a supercharger and a differential mechanism for transmitting the power of the engine by dividing it into a drive wheel and a rotating machine, the supercharging pressure is increased. While improving the supercharging responsiveness until the engine reaches the target value, the engine rotation speed can be appropriately adjusted to the target rotation speed by feedback control of the output torque of the rotating machine.

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 an engine. It is a collinear diagram which shows relative rotation speed of each rotating element in a differential part. It is a figure which shows an example of the optimum engine operating point. 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 each operating state of a clutch and a brake in each traveling mode. It is a figure which shows an example of the gain of the proportional term of the FB gain set based on the target boost pressure. While improving the supercharging response until the supercharging pressure rises to the target supercharging pressure, which is the main part of the control operation of the electronic control device, the engine rotation speed is appropriately adjusted to the target engine rotation speed by the feedback control of MG1 torque. It is a flowchart explaining the control operation for this. It is a figure which shows an example of the gain of the proportional term of the FB gain which is set based on a boost pressure deviation. It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and is the figure explaining the vehicle different from the vehicle of FIG. FIG. 5 is an operation chart illustrating the relationship between the speed change operation of the mechanical stepped transmission illustrated in FIG. 10 and the operation of the engaging device used therein. It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and is the figure explaining the vehicle different from the vehicle of FIGS. 1 and 10.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings.

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 control function and 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 rotary machine MG1, a second rotary machine MG2, a power transmission device 14, and a drive wheel 16.

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 such as a gasoline engine or a diesel 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 more easily the exhaust gas of the engine 12 is discharged 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. The side where the supercharging pressure Pchg is low is, for example, the side where the supercharging action of the supercharger 18 is not effective at all and the pressure of the intake air in the non-supercharged state of the engine 12, and from a different point of view, the supercharger 18 is provided. It is the side that becomes the intake pressure in the engine that is not.

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 being opened, for example, when the electronic throttle valve 38 is suddenly closed. ..

The engine 12 outputs the engine 12 by controlling the engine control device 50 (see FIG. 1) including the electronic throttle valve 38, the fuel injection device, the ignition device, the wastegate valve 30, and the like by the electronic control device 100 described later. The engine torque Te, which is the torque, is controlled.

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 be 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 the inverter, is controlled. For example, in the case of forward rotation, the output torque of the rotating machine is power running torque for the positive torque on the acceleration side and 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 14 includes a transmission unit 58, a differential unit 60, a driven gear 62, a driven shaft 64, a final gear 66, a differential gear 68, a reduction gear 70, and the like in the case 56. The transmission unit 58 and the differential unit 60 are arranged coaxially with the input shaft 72, which is an input rotation member of the transmission unit 58. The transmission unit 58 is connected to the engine 12 via an input shaft 72 or the like. The differential unit 60 is connected in series with the transmission unit 58. The driven gear 62 meshes with the drive gear 74, which is an output rotating member of the differential unit 60. The driven shaft 64 firmly fixes the driven gear 62 and the final gear 66 so that they cannot rotate relative to each other. The final gear 66 has a smaller diameter than the driven gear 62. The differential gear 68 meshes with the final gear 66 via the differential ring gear 68a. The reduction gear 70 has a smaller diameter than the driven gear 62 and meshes with the driven gear 62. A rotor shaft 76 of the second rotating machine MG2, which is arranged in parallel with the input shaft 72 separately from the input shaft 72, is connected to the reduction gear 70, and the second rotating machine MG2 is connected so as to be able to transmit power. ing. Further, the power transmission device 14 includes an axle 78 and the like connected to the differential gear 68.

The power transmission device 14 configured in this way is suitably used for a vehicle of the FF (front engine / front drive) system or the RR (rear engine / rear drive) system. Further, in the power transmission device 14, the power output from the engine 12, the first rotary machine MG1, and the second rotary machine MG2 is transmitted to the driven gear 62, and the final gear 66, the differential gear 68, and the like are transmitted from the driven gear 62. It is transmitted to the drive wheels 16 sequentially via the axle 78 and the like. As described above, the second rotary machine MG2 is a rotary machine connected to the drive wheels 16 so as to be able to transmit power. Further, in the power transmission device 14, the shaft length is shortened by arranging the engine 12, the transmission unit 58, the differential unit 60, the first rotating machine MG1 and the second rotating machine MG2 on different axes. Has been transformed. Further, the reduction ratio of the second rotary machine MG2 can be increased. Unless otherwise specified, the above power agrees with torque and force.

The transmission 58 includes a first planetary gear mechanism 80, a clutch C1, and a brake B1. The differential unit 60 includes a second planetary gear mechanism 82. The first planetary gear mechanism 80 meshes with the first sun gear S1 via the first carrier CA1 and the first pinion P1 that support the first sun gear S1, the first pinion P1, and the first pinion P1 so as to rotate and revolve. A known single pinion type planetary gear device including a ring gear R1. The second planetary gear mechanism 82 meshes with the second sun gear S2 via the second carrier CA2 and the second pinion P2 that support the second sun gear S2, the second pinion P2, and the second pinion P2 so as to rotate and revolve. A known single pinion type planetary gear device including a ring gear R2.

In the first planetary gear mechanism 80, the first carrier CA1 is a rotating element integrally connected to the input shaft 72, and the engine 12 is connected to the input shaft 72 so as to be able to transmit power. The first sun gear S1 is a rotating element that is selectively connected to the case 56 via the brake B1. The first ring gear R1 is a rotating element connected to the second carrier CA2 of the second planetary gear mechanism 82, which is an input rotating member of the differential unit 60, and functions as an output rotating member of the speed change unit 58. Further, the first carrier CA1 and the first sun gear S1 are selectively connected via the clutch C1.

Both the clutch C1 and the brake B1 are wet friction engagement devices, and are multi-plate type hydraulic friction engagement devices whose engagement is controlled by a hydraulic actuator. The clutch C1 and the brake B1 are controlled by an electronic control device 100 described later in a hydraulic control circuit 84 provided in the vehicle 10, and the pressure-regulated hydraulic pressures Pc1 and Pb1 output from the hydraulic control circuit 84 are controlled. The operating state, which is a state such as engagement or disengagement, is switched according to the above.

When both the clutch C1 and the brake B1 are released, the differential of the first planetary gear mechanism 80 is allowed. Therefore, in this state, the reaction torque of the engine torque Te cannot be obtained by the first sun gear S1, so that the transmission unit 58 is in a neutral state, that is, a neutral state in which mechanical power transmission is impossible. Further, in the state where the clutch C1 is engaged and the brake B1 is released, each rotating element of the first planetary gear mechanism 80 is integrally rotated. Therefore, in this state, the rotation of the engine 12 is transmitted from the first ring gear R1 to the second carrier CA2 at a constant speed. On the other hand, when the clutch C1 is released and the brake B1 is engaged, the rotation of the first planetary gear mechanism 80 is stopped by the first planetary gear mechanism 80, and the rotation of the first ring gear R1 is the rotation of the first carrier CA1. Will be faster than. Therefore, in this state, the rotation of the engine 12 is accelerated and output from the first ring gear R1. In this way, the transmission 58 has two stages of gears that can be switched between a low gear in which the gear ratio is directly connected to "1.0" and a high gear in which the gear ratio is, for example, "0.7". Functions as a transmission. Further, in a state where the clutch C1 and the brake B1 are both engaged, the rotation of each rotating element is stopped by the first planetary gear mechanism 80. Therefore, in this state, the rotation of the first ring gear R1 which is the output rotating member of the transmission unit 58 is stopped, so that the rotation of the second carrier CA2 which is the input rotating member of the differential unit 60 is stopped.

In the second planetary gear mechanism 82, the second carrier CA2 is a rotating element connected to the first ring gear R1 which is an output rotating member of the speed change unit 58, and functions as an input rotating member of the differential unit 60. The second sun gear S2 is a rotating element that is integrally connected to the rotor shaft 86 of the first rotating machine MG1 and is connected so that the first rotating machine MG1 can transmit power. The second ring gear R2 is a rotating element integrally connected to the drive gear 74 and connected to the drive wheels 16 so as to be able to transmit power, and functions as an output rotating member of the differential unit 60. The second planetary gear mechanism 82 is a power splitting mechanism that mechanically divides the power of the engine 12 input to the second carrier CA2 via the transmission unit 58 into the first rotary machine MG1 and the drive gear 74. That is, the second planetary gear mechanism 82 is a differential mechanism that divides and transmits the power of the engine 12 to the drive wheels 16 and the first rotary machine MG1. In the second planetary gear mechanism 82, the second carrier CA2 functions as an input element, the second sun gear S2 functions as a reaction force element, and the second ring gear R2 functions as an output element. The differential unit 60 is a differential of the second planetary gear mechanism 82 by controlling the operating state of the first rotating machine MG1 together with the first rotating machine MG1 which is connected to the second planetary gear mechanism 82 so as to be able to transmit power. An electric transmission mechanism whose state is controlled, for example, an electric continuously variable transmission is configured. The first rotary machine MG1 is a rotary machine to which the power of the engine 12 is transmitted. Since the transmission unit 58 is an overdrive, the torque increase of the first rotary machine MG1 is suppressed. To control the operating state of the first rotating machine MG1 is to control the operation of the first rotating machine MG1.

FIG. 3 is a collinear diagram showing the rotational speed of each rotating element in the differential unit 60 relative to each other. In FIG. 3, the three vertical lines Y1, Y2, and Y3 correspond to the three rotating elements of the second planetary gear mechanism 82 constituting the differential unit 60. The vertical line Y1 represents the rotation speed of the second sun gear S2, which is the second rotating element RE2 to which the first rotating machine MG1 (see “MG1” in the figure) is connected. The vertical line Y2 represents the rotation speed of the second carrier CA2, which is the first rotation element RE1 to which the engine 12 (see “ENG” in the figure) is connected via the transmission unit 58. The vertical line Y3 represents the rotation speed of the second ring gear R2, which is the third rotation element RE3 integrally connected to the drive gear 74 (see “OUT” in the drawing). A second rotary machine MG2 (see “MG2” in the drawing) is connected to the driven gear 62 that meshes with the drive gear 74 via a reduction gear 70 or the like. A mechanical oil pump (see “MOP” in the figure) provided in the vehicle 10 is connected to the second carrier CA2. This mechanical oil pump is driven by the rotation of the second carrier CA2 to supply oil used for engaging each of the clutch C1 and the brake B1, lubricating each part, and cooling each part. When the rotation of the second carrier CA2 is stopped, oil is supplied by an electric oil pump (not shown) provided in the vehicle 10. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio ρ (= the number of teeth of the sun gear / the number of teeth of the ring gear) of the second planetary gear mechanism 82. When the distance between the sun gear and the carrier is the distance corresponding to "1" in the relationship between the vertical axes of the collinear diagram, the distance between the carrier and the ring gear is the distance corresponding to the gear ratio ρ.

The solid line Leaf in FIG. 3 shows an example of the relative speed of each rotating element in the forward running in the HV running mode, which is a running mode capable of hybrid running (= HV running) in which the engine 12 is used as a power source. .. Further, the solid line Ler in FIG. 3 shows an example of the relative speed of each rotating element in the reverse traveling in the HV traveling mode. In this HV traveling mode, in the second planetary gear mechanism 82, for example, the reaction force of the negative torque by the first rotary machine MG1 with respect to the positive torque engine torque Te input to the second carrier CA2 via the transmission unit 58. When MG1 torque Tg, which is the torque, is input to the second sun gear S2, a positive torque engine direct torque Td appears in the second ring gear R2. For example, when the clutch C1 is engaged and the brake B1 is released to directly connect the transmission 58 to the gear ratio "1.0", the engine torque Te input to the second carrier CA2 is relative to the engine torque Te. When the MG1 torque Tg (= −ρ / (1 + ρ) × Te), which is the reaction torque, is input to the second sun gear S2, the engine direct torque Td (= Te / (1 + ρ) = − ( 1 / ρ) × Tg) appears. Then, the total torque of the engine direct torque Td and the MG2 torque Tm transmitted to the driven gears 62 can be transmitted to the drive wheels 16 as the drive torque of the vehicle 10 according to the required driving force. 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 MG2 torque Tm during forward running is a force running torque that is a positive torque for forward rotation, and the MG2 torque Tm during reverse running is a power running torque that is a negative torque for negative rotation.

The differential unit 60 can be operated as an electric continuously variable transmission. For example, in the HV traveling mode, the first rotating machine is controlled by controlling the operating state of the first rotating machine MG1 with respect to the output rotation speed No, which is the rotating speed of the drive gear 74 constrained by the rotation of the drive wheels 16. When the rotation speed of MG1, that is, the rotation speed of the second sun gear S2 is increased or decreased, the rotation speed of the second carrier CA2 is increased or decreased. Since the second carrier CA2 is connected to the engine 12 via the transmission 58, the rotation speed of the second carrier CA2 is increased or decreased, so that the engine rotation speed Ne, which is the rotation speed of the engine 12, is increased or decreased. It can be lowered. Therefore, in hybrid driving, it is possible to control the engine operating point Peng to be set to an efficient operating point. This type of hybrid type is called a mechanical split type or a split type. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne. 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.

The broken line Lm1 in FIG. 3 indicates the relative speed of each rotating element in the forward running in the independently driven EV mode in which the motor can be run by using only the second rotating machine MG2 in the motor running (= EV running) mode as a power source. An example is shown. The broken line Lm2 in FIG. 3 indicates the relative of each rotating element in the forward traveling in the dual drive EV mode in which the motor can be driven by both the first rotating machine MG1 and the second rotating machine MG2 in the EV running mode. An example of speed is shown. The EV traveling mode is a traveling mode in which the motor can travel by using at least one of the first rotating machine MG1 and the second rotating machine MG2 as a power source while the operation of the engine 12 is stopped.

In the single drive EV mode, both the clutch C1 and the brake B1 are released and the transmission unit 58 is in the neutral state, so that the differential unit 60 is also in the neutral state. In this state, the MG2 torque Tm is the drive torque of the vehicle 10. Can be transmitted to the drive wheels 16. In the stand-alone drive EV mode, the first rotary machine MG1 is maintained at zero rotation, for example, in order to reduce the drag loss in the first rotary machine MG1. For example, even if the control for maintaining the first rotary machine MG1 at zero rotation is performed, the differential unit 60 is in the neutral state, so that the drive torque is not affected.

In the dual drive EV mode, the clutch C1 and the brake B1 are engaged together to stop the rotation of each rotating element of the first planetary gear mechanism 80, so that the second carrier CA2 is stopped at zero rotation. The MG1 torque Tg and the MG2 torque Tm can be transmitted to the drive wheels 16 as the drive torque of the vehicle 10.

Returning to FIG. 1, the vehicle 10 further 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 first rotary machine MG1, the second rotary machine MG2, and the like. .. The electronic control device 100 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. 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 includes various sensors provided in the vehicle 10, such as 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, shift position sensor 97, battery sensor 98, etc. Various signals based on the detected values (for example, intake air amount Qair, boost pressure Pchg, Intake air temperature THair, throttle valve opening θth, engine rotation speed Ne, output rotation speed No corresponding to vehicle speed V, MG1 rotation speed Ng which is the rotation speed of the first rotary machine MG1, and rotation speed of the second rotary machine MG2. MG2 rotation speed Nm, accelerator opening θacc, which is the amount of accelerator operation of the driver indicating the magnitude of acceleration operation of the driver, shift position, which is an operation position of a shift operation member (for example, a shift lever) (not shown) provided in the vehicle 10. The POSsh, the battery temperature THbat of the battery 54, the battery charge / discharge current Ibat, the battery voltage Vbat, etc.) are supplied respectively. Further, from the electronic control device 100, various command signals (for example, an engine control command signal for controlling the engine 12) are transmitted to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 84, etc.) provided in the vehicle 10. 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 Sp for controlling the operating states of the clutch C1 and the brake B1, etc.) Each is output.

The electronic control device 100 calculates the charge state value SOC [%] as a value indicating the charge state 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.

The electronic control device 100 includes a hybrid control means, that is, a hybrid control unit 102 in order to realize various controls in the vehicle 10.

The hybrid control unit 102 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 a power transmission switching means for switching the power transmission state in the transmission unit 58, that is, a function as a power transmission switching unit, and the engine 12, the first rotary machine MG1, and the like by these control functions. And hybrid drive control by the second rotary machine MG2 and the like are executed.

The hybrid control unit 102 applies the accelerator opening θacc and the vehicle speed V to the vehicle 10 by applying the accelerator opening θacc and the vehicle speed V to, for example, a driving force map, which is a relationship that is experimentally or designedly obtained and stored in advance, that is, a predetermined relationship. The required drive torque Twdem, which is the required drive torque Tw, is calculated. 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. As the driving force map, for example, different maps are set for forward traveling and reverse traveling.

The hybrid control unit 102 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.

For example, when traveling in the HV driving mode, the engine control command signal Se realizes the required engine power Pedem, which is the required drive power Pwdem plus the required charge / discharge power and the charge / discharge efficiency of the battery 54. It is a command value of the engine power Pe that outputs the target engine torque Tetgt at the target engine rotation speed Netgt in consideration of the above. Further, the rotary machine control command signal Smg is a first rotary machine MG1 that outputs MG1 torque Tg at MG1 rotation speed Ng at the time of command output as a reaction force torque for setting the engine rotation speed Ne to the target engine rotation speed Netgt. It is a command value of the generated power Wg and a command value of the power consumption Wm of the second rotating machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output. The MG1 torque Tg in the HV running mode is calculated, for example, in the feedback control for operating the first rotary machine MG1 so that the engine rotation speed Ne becomes the target engine rotation speed Netgt. The MG2 torque Tm in the HV driving mode 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 Pengf is predetermined as the engine operating point Peng that gives the best total fuel efficiency in the vehicle 10 in consideration of the fuel efficiency of the engine 12 alone and the charge / discharge efficiency of the battery 54 when, for example, the required engine power Pedem is realized. Has been done. The target engine rotation speed Netgt is the target value of the engine rotation speed Ne, that is, the target rotation speed of the engine 12, the target engine torque Tetgt is the target value of the engine torque Te, and the engine power Pe is the power of the engine 12. As described above, the vehicle 10 is a vehicle that controls the MG1 torque Tg, which is the reaction torque of the first rotary machine MG1, so that the engine rotation speed Ne becomes the target engine rotation speed Netgt.

That is, the hybrid control unit 102 functions as a rotor control unit that controls the MG1 torque Tg by feedback control so that the engine rotation speed Ne becomes the target engine rotation speed Netgt. Specifically, the hybrid control unit 102 applies the target engine rotation speed Netgt to the predetermined following equation (1), so that the MG1 rotation speed Ng when the engine rotation speed Ne is set to the target engine rotation speed Netgt. The target MG1 rotation speed Ngtgt, which is the target value of, is calculated. In the following equation (1), “ρ” is the gear ratio ρ of the second planetary gear mechanism 82, and “No” is the output rotation speed No. The hybrid control unit 102 applies the transient engine torque Te (t) and the MG1 rotation deviation ΔNg to the predetermined equation (2), so that the MG1 is the command torque of the MG1 torque Tg when controlled by feedback control. Calculate the torque command value Tgc. The transient engine torque Te (t) is an engine torque Te represented by a function in the step response of the primary delay system in consideration of the rise delay due to the supercharging response delay of the engine torque Te with respect to the target engine torque Tetgt, for example. The MG1 rotation speed ΔNg is a deviation (= Ngtgt−Ng) between the target MG1 rotation speed Ngtgt and the sensor value, that is, the actual MG1 rotation speed Ng. In the following equation (2), the first term on the right side is a feedforward term, and the second to fourth terms on the right side are feedback terms. The feedback terms "K1", "K2", and "K3" are the feedback gain K (= FB gain K) in the feedback control, respectively, "K1" is the gain of the proportional term, and "K2" is the gain of the integration term. And "K3" is the gain of the differential term. The following equations (1) and (2) are cases where the transmission unit 58 is directly connected to the gear ratio "1.0".

Ngtgt = Netgt × (1 + ρ) / ρ-No / ρ… (1)
Tgc = -Te (t) x ρ / (1 + ρ)
＋ K1 × (ΔNg) ＋ K2 × ∫ (ΔNg) dt ＋ K3 × d (ΔNg) / dt… (2)

FIG. 4 is a diagram showing an example of the optimum engine operating point Pengf on the two-dimensional coordinates with the engine rotation speed Ne and the engine torque Te as variables. In FIG. 4, the solid line Leng shows a group of optimum engine operating points Pengf. 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 PengA when the required engine power Pe1 is realized on the optimum engine operating point Pengf, and point B is the engine operating point when the required engine power Pe3 is realized on the optimum engine operating point Pengf. It is PengB. Points A and B are also target values of the engine operating point Peng represented by the target engine speed Netgt and the target engine torque Tetgt, that is, the target engine operating point Pengtgt, respectively. When the target engine operating point Pengtgt is changed from point A to point B by increasing the accelerator opening θacc, the engine operating point Peng is controlled to be changed along the path a passing over the optimum engine operating point Pengg. To.

The hybrid control unit 102 selectively establishes the EV traveling mode or the HV 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 102 establishes the EV running mode, while the required drive power Pwdem is equal to or higher than the predetermined threshold value. When it is in the hybrid traveling region, the HV traveling mode is established. The hybrid control unit 102 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 HV 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. 5 is a diagram showing an example of a power source switching map used for switching control between motor running and hybrid running. In FIG. 5, 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. 5 may be changed to the hybrid traveling region.

When the EV traveling mode is established, the hybrid control unit 102 establishes the independent drive EV mode if the required drive power Pwdem can be realized only by the second rotary machine MG2. On the other hand, when the EV traveling mode is established, the hybrid control unit 102 establishes the dual drive EV mode 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 102 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 dual drive EV mode may be established.

The hybrid control unit 102 performs start control to start the engine 12 when the HV travel mode is established when the operation of the engine 12 is stopped. When the engine 12 is started, the hybrid control unit 102 ignites the engine when the engine rotation speed Ne becomes equal to or higher than a predetermined ignitable rotation speed while increasing the engine rotation speed Ne by, for example, the first rotary machine MG1. Start the engine 12. That is, the hybrid control unit 102 starts the engine 12 by cranking the engine 12 by the first rotary machine MG1.

The hybrid control unit 102 controls each engagement operation of the clutch C1 and the brake B1 based on the established travel mode. The hybrid control unit 102 transmits a hydraulic control command signal Sp that engages and / or releases the clutch C1 and the brake B1, respectively, so that power transmission for traveling in the established travel mode is possible. Output to.

FIG. 6 is a chart showing each operating state of the clutch C1 and the brake B1 in each traveling mode. In FIG. 6, a circle indicates the engagement of the clutch C1 and the brake B1, a blank indicates a release, and a triangle indicates one of the two when the engine brake in the rotation stopped state is used in combination. Shows engagement. Further, "G" indicates that the first rotating machine MG1 mainly functions as a generator, and "M" causes each of the first rotating machine MG1 and the second rotating machine MG2 to mainly function as a motor when driving, and regenerates. Sometimes it indicates that it mainly functions as a generator. The vehicle 10 can selectively realize the EV traveling mode and the HV traveling mode as the traveling modes. The EV traveling mode has two modes, a single drive EV mode and a dual drive EV mode.

The single drive EV mode is realized in a state where both the clutch C1 and the brake B1 are released. In the single drive EV mode, the clutch C1 and the brake B1 are released to put the transmission unit 58 in the neutral state. When the transmission unit 58 is in the neutral state, the differential unit 60 is in the neutral state in which the reaction force torque of the MG1 torque Tg cannot be taken by the second carrier CA2 connected to the first ring gear R1. In this state, the hybrid control unit 102 outputs the MG2 torque Tm for traveling from the second rotary machine MG2 (see the broken line Lm1 in FIG. 3). In the stand-alone drive EV mode, it is also possible to rotate the second rotating machine MG2 in the reverse direction with respect to the forward traveling and to reverse the traveling.

In the single drive EV mode, the first ring gear R1 is rotated by the second carrier CA2, but since the transmission unit 58 is in the neutral state, the engine 12 is not rotated and is stopped at zero rotation. Therefore, when the regeneration control is performed by the second rotary machine MG2 while traveling in the independent drive EV mode, the amount of regeneration can be increased. When the battery 54 is in a fully charged state and regenerative energy cannot be obtained during traveling in the single drive EV mode, it is conceivable to use an engine brake together. When the engine brake is used together, the brake B1 or the clutch C1 is engaged (see "combined use of engine brake" in FIG. 6). When the brake B1 or the clutch C1 is engaged, the engine 12 is brought into a rotating state and the engine brake is applied.

The dual drive EV mode is realized in a state where the clutch C1 and the brake B1 are both engaged. In the dual drive EV mode, the clutch C1 and the brake B1 are engaged to stop the rotation of each rotating element of the first planetary gear mechanism 80, and the engine 12 is stopped at zero rotation. The rotation of the second carrier CA2 connected to the 1-ring gear R1 is also stopped. When the rotation of the second carrier CA2 is stopped, the reaction force torque of MG1 torque Tg can be obtained by the second carrier CA2, so that MG1 torque Tg is mechanically output from the second ring gear R2 and transmitted to the drive wheels 16. be able to. In this state, the hybrid control unit 102 outputs MG1 torque Tg and MG2 torque Tm for traveling from the first rotating machine MG1 and the second rotating machine MG2, respectively (see the broken line Lm2 in FIG. 3). In the dual drive EV mode, it is also possible to reverse the rotation of both the first rotating machine MG1 and the second rotating machine MG2 with respect to the forward traveling.

The low state of the HV traveling mode is realized in a state in which the clutch C1 is engaged and a state in which the brake B1 is released. In the low state of the HV traveling mode, the clutch C1 is engaged to integrally rotate the rotating elements of the first planetary gear mechanism 80, and the speed change unit 58 is directly connected. Therefore, the rotation of the engine 12 is transmitted from the first ring gear R1 to the second carrier CA2 at a constant speed. The high state of the HV driving mode is realized in a state in which the brake B1 is engaged and a state in which the clutch C1 is released. In the high state of the HV traveling mode, the rotation of the first sun gear S1 is stopped by engaging the brake B1, and the transmission unit 58 is put into the overdrive state. Therefore, the rotation of the engine 12 is accelerated and transmitted from the first ring gear R1 to the second carrier CA2. In the HV driving mode, the hybrid control unit 102 outputs the MG1 torque Tg, which is the reaction torque with respect to the engine torque Te, by the power generation of the first rotary machine MG1, and the second rotary machine by the generated power Wg of the first rotary machine MG1. MG2 torque Tm is output from MG2 (see the solid line Ref in FIG. 3). In the HV traveling mode, for example, in the low state of the HV traveling mode, it is possible to rotate the second rotating machine MG2 in the reverse direction with respect to the forward traveling and to reverse the traveling (see the solid line Ler in FIG. 3). In the HV running mode, it is also possible to run by further adding MG2 torque Tm using the electric power from the battery 54. In the HV driving mode, for example, when the vehicle speed V is relatively high and the required drive torque Twdem is relatively small, the high state of the HV driving mode is established.

By the way, in the vehicle 10 provided with the engine 12 having the supercharger 18, a supercharging response delay may occur and the start-up of the engine torque Te may be delayed. In such a case, in the feedback control of MG1 torque Tg, the followability of the engine rotation speed Ne to the target engine rotation speed Netgt may decrease. The response delay of the engine rotation speed Ne leads to a decrease in the supercharging response until the supercharging pressure Pchg rises to the target value, that is, the target supercharging pressure Pchgtgt.

The electronic control device 100 appropriately adjusts the engine rotation speed Ne to the target engine rotation speed Netgt by feedback control of MG1 torque Tg while improving the supercharging response until the supercharging pressure Pchg rises to the target boost pressure Pchgtgt. Further, a feedback gain setting means, that is, a feedback gain setting unit 104, and a state determination means, that is, a state determination unit 106 are provided in order to realize the control function of performing.

The state determination unit 106 determines whether or not the supercharging state in which the supercharging action by the supercharger 18 is effective, that is, whether or not the supercharging is in progress. The state determination unit 106 determines whether or not supercharging is in progress based on whether or not the supercharging pressure Pchg is equal to or higher than the predetermined supercharging pressure Pchgf. The predetermined supercharging pressure Pchgf is, for example, a predetermined lower limit value of the supercharging pressure Pchg that can be determined that the supercharging action by the supercharger 18 is effective.

The feedback gain setting unit 104 sets the FB gain K in the feedback control of the MG1 torque Tg by the hybrid control unit 102. The feedback gain setting unit 104 sets the FB gain K at the time of non-supercharging when the state determination unit 106 determines that supercharging is not in progress. On the other hand, the feedback gain setting unit 104 sets the FB gain K at the time of supercharging when the state determination unit 106 determines that supercharging is in progress.

FIG. 7 is a diagram showing an example of a gain K1 in the proportional term of the FB gain K, which is set based on the target boost pressure Pchgtgt. In FIG. 7, the state where the target supercharging pressure Pchgtgt is low is the same as the state when the target supercharging pressure is not supercharged. The gain K1 is predetermined to be a larger value as the target boost pressure Pchgtgt is higher. In a region where the target supercharging pressure Pchgtgt is high, where a supercharging response delay is likely to occur, a large value gain K1 is predetermined so as to improve the followability of the engine rotation speed Ne with respect to the target engine rotation speed Netgt. The gain K1 at the time of non-supercharging is predetermined to, for example, a value equal to or substantially equal to the value when the target supercharging pressure Pchgtgt is in the low region, that is, a minimum value a1 of the gain K1. The gain K1 at the time of supercharging is predetermined to a value b1 larger than the value a1 at the time of non-supercharging. Although not shown, the gain K2 of the integral term and the gain K3 of the differential term of the FB gain K are set to larger values as the target boost pressure Pchgtgt is higher, similarly to the gain K1. The gain K2 at the time of non-supercharging is predetermined to the minimum value a2 of the gain K2, and the gain K2 at the time of supercharging is predetermined to a value b2 larger than the value a2 at the time of non-supercharging. The gain K3 at the time of non-supercharging is predetermined to the minimum value a3 of the gain K3, and the gain K3 at the time of supercharging is predetermined to a value b3 larger than the value a3 at the time of non-supercharging.

As described above, the feedback gain setting unit 104 sets the FB gain K based on the target boost pressure Pchgtgt by the supercharger 18, and when the target boost pressure Pchgtgt is high, the FB is compared with when it is low. Set the gain K to a large value. Referring to FIG. 7, the feedback gain setting unit 104 sets the FB gain K to a larger value as the target boost pressure Pchgtgt is higher. Further, the feedback gain setting unit 104 sets the FB gain K to a large value so that the followability of the engine rotation speed Ne with respect to the target engine rotation speed Netgt can be improved. The target boost pressure Pchgtgt is calculated by, for example, the hybrid control unit 102 based on the target engine torque Tetgt.

FIG. 8 shows the engine rotation speed Ne by feedback control of MG1 torque Tg while improving the supercharging response until the supercharging pressure Pchg rises to the target supercharging pressure Pchgtgt, which is the main part of the control operation of the electronic control device 100. It is a flowchart explaining the control operation for appropriately adjusting a target engine rotation speed Netgt, and is executed repeatedly, for example.

In FIG. 8, first, in step S10 corresponding to the function of the hybrid control unit 102 (hereinafter, step is omitted), a process of inputting the accelerator opening degree θacc, the vehicle speed V, the shift position POSsh, and the like is executed. Next, in S20 corresponding to the function of the hybrid control unit 102, the required drive torque Twdem and the required engine power Pedem are set. Next, in S30 corresponding to the function of the state determination unit 106, it is determined whether or not supercharging is in progress. If this determination in S30 is denied, the FB gain K at the time of non-supercharging is set in S40 corresponding to the function of the feedback gain setting unit 104. For example, the gains K1, K2, and K3 of the feedback term in the equation (2) used when the MG1 torque command value Tgc is set are set to the non-supercharged values a1, a2, and a3. On the other hand, if the determination in S30 is affirmed, the FB gain K at the time of supercharging is set based on the target supercharging pressure Pchgtgt in S50 corresponding to the function of the feedback gain setting unit 104 (for example, in FIG. 7). See map as shown). For example, the gains K1, K2, and K3 of the feedback term in the equation (2) used when the MG1 torque command value Tgc is set are larger than the values a1, a2, and a3 at the time of non-supercharging. It is set to b3. Following the above S40 or following the above S50, in the S60 corresponding to the function of the hybrid control unit 102, the target MG1 rotation speed Ngtgt and the MG1 torque command value Tgc are calculated using the above equations (1) and (2). Will be done. Next, in S70 corresponding to the function of the hybrid control unit 102, the MG2 torque Tm calculated so that the required drive torque Twdem is obtained together with the drive torque Tw by the engine direct torque Td based on the MG1 torque command value Tgc is calculated. It is set as the MG2 torque command value Tmc, which is the command torque of the MG2 torque Tm. Next, in S80 corresponding to the function of the hybrid control unit 102, the engine 12 is operated at the target engine operating point Pengtgt represented by the target engine rotation speed Netgt and the target engine torque Tetgt, and the MG1 torque command value. The engine control command signal Se is output to the engine control device 50 and the rotary machine is output to the inverter 52 so that the first rotary machine MG1 is driven by Tgc and the second rotary machine MG2 is driven by the MG2 torque command value Tmc. The control command signal Smg is output.

As described above, according to the present embodiment, when the MG1 torque Tg is controlled by feedback control so that the engine rotation speed Ne becomes the target engine rotation speed Netgt, when the target boost pressure Pchgtgt is high, it is compared with when it is low. Since the FB gain K is set to a large value, the boost pressure is improved while improving the followability of the engine rotation speed Ne to the target engine rotation speed Netgt until the boost pressure Pchg rises to the target boost pressure Pchgtgt. It is also possible to improve the responsiveness of the engine torque Te by raising Pchg to the target boost pressure Pchgtgt. Therefore, the engine rotation speed Ne can be appropriately adjusted to the target engine rotation speed Netgt by the feedback control of MG1 torque Tg while improving the supercharging response until the supercharging pressure Pchg rises to the target boost pressure Pchgtgt. ..

Further, according to this embodiment, the higher the target supercharging pressure Pchgtgt is, the larger the FB gain K is set. Therefore, the engine speed Ne until the supercharging pressure Pchg rises to the target supercharging pressure Pchgtgt While appropriately improving the followability to the target engine rotation speed Netgt, it is possible to appropriately cope with the increase in the responsiveness of the engine torque Te when the supercharging pressure Pchg rises to the target supercharging pressure Pchgtgt.

Further, according to the present embodiment, the FB gain K is set to a large value so that the followability of the engine rotation speed Ne with respect to the target engine rotation speed Netgt is improved, so that the boost pressure Pchg is the target boost pressure Pchgtgt. It is possible to appropriately improve the followability of the engine rotation speed Ne to the target engine rotation speed Netgt until the engine starts up.

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

In the first embodiment described above, when the target supercharging pressure Pchgtgt is high, which tends to cause a delay in the supercharging response, the FB gain K is set to a large value so that the followability of the engine rotation speed Ne with respect to the target engine rotation speed Netgt can be improved. It was set. Even when the supercharging pressure deviation ΔPchg (= Pchgtgt-Pchg), which is the difference between the target supercharging pressure Pchgtgt and the sensor value, that is, the actual supercharging pressure Pchg, is large, the same as when the target supercharging pressure Pchgtgt is high. , It is considered that the supercharging response delay is likely to occur. For this reason, the feedback gain setting unit 104 may set the FB gain K based on the boost pressure deviation ΔPchg.

Specifically, the feedback gain setting unit 104 sets the FB gain K to a larger value when the boost pressure deviation ΔPchg is large than when it is small. FIG. 9 is a diagram showing an example of a gain K1 in the proportional term of the FB gain K, which is set based on the boost pressure deviation ΔPchg. In FIG. 9, the gain K1 is predetermined to be a larger value as the boost pressure deviation ΔPchg is larger. In the region where the supercharging response delay is likely to occur and the supercharging pressure deviation ΔPchg is large, a large value gain K1 is predetermined so as to improve the followability of the engine rotation speed Ne with respect to the target engine rotation speed Netgt. Although not shown, the gain K2 of the integral term and the gain K3 of the differential term of the FB gain K are predetermined to be larger as the boost pressure deviation ΔPchg is larger, like the gain K1. Referring to FIG. 9, the feedback gain setting unit 104 sets the FB gain K to a larger value as the boost pressure deviation ΔPchg increases.

As described above, according to the present embodiment, when the MG1 torque Tg is controlled by feedback control so that the engine rotation speed Ne becomes the target engine rotation speed Netgt, when the boost pressure deviation ΔPchg is large, it is compared with when it is small. Since the FB gain K is set to a large value, and the larger the boost pressure deviation ΔPchg is, the larger the FB gain K is set, the same effect as that of the first embodiment can be obtained.

In this embodiment, a vehicle 200 as shown in FIG. 10, which is different from the vehicle 10 shown in the first embodiment, will be illustrated. FIG. 10 is a diagram illustrating a schematic configuration of a vehicle 200 to which the present invention is applied. In FIG. 10, the vehicle 200 is a hybrid vehicle including an engine 202, a first rotating machine MG1, a second rotating machine MG2, a power transmission device 204, and a drive wheel 206.

The engine 202, the first rotating machine MG1, and the second rotating machine MG2 have the same configurations as the engine 12, the first rotating machine MG1, and the second rotating machine MG2 shown in the first embodiment. In the engine 202, the engine torque Te is controlled by controlling the engine control device 208 such as the electronic throttle valve, the fuel injection device, the ignition device, and the wastegate valve provided in the vehicle 200 by the electronic control device 240 described later. To. The first rotating machine MG1 and the second rotating machine MG2 are each connected to the battery 212 provided in the vehicle 200 via the inverter 210 provided in the vehicle 200. In the first rotating machine MG1 and the second rotating machine MG2, the MG1 torque Tg and the MG2 torque Tm are controlled by controlling the inverter 210 by the electronic control device 240, respectively.

The power transmission device 204 includes an electric continuously variable transmission 216, a mechanical continuously variable transmission 218, and the like, which are arranged in series on a common axis in a case 214 as a non-rotating member attached to a vehicle body. ing. The electric continuously variable transmission 216 is directly or indirectly connected to the engine 202 via a damper (not shown) or the like. The mechanical continuously variable transmission 218 is connected to the output side of the electric continuously variable transmission 216. Further, the power transmission device 204 includes a differential gear device 222 connected to an output shaft 220 which is an output rotating member of the mechanical stepped speed change unit 218, a pair of axles 224 connected to the differential gear device 222, and the like. ing. In the power transmission device 204, the power output from the engine 202 and the second rotary machine MG2 is transmitted to the mechanical stepped speed change unit 218, and the power is transmitted from the mechanical stepped speed change unit 218 via the differential gear device 222 and the like. It is transmitted to the drive wheel 206. The power transmission device 204 configured in this way is suitably used for FR (front engine / rear drive) type vehicles. Hereinafter, the electric continuously variable transmission 216 is referred to as a continuously variable transmission 216, and the mechanical continuously variable transmission 218 is referred to as a continuously variable transmission 218. Further, the continuously variable transmission unit 216, the stepped transmission unit 218, 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 202, the axis of the connecting shaft 226 connected to the crankshaft, and the like.

The continuously variable transmission 216 includes a differential mechanism 230 as a power dividing mechanism that mechanically divides the power of the engine 202 into the first rotary machine MG1 and the intermediate transmission member 228 which is an output rotating member of the continuously variable transmission 216. ing. The first rotary machine MG1 is a rotary machine to which the power of the engine 202 is transmitted. A second rotary machine MG2 is connected to the intermediate transmission member 228 so as to be able to transmit power. Since the intermediate transmission member 228 is connected to the drive wheels 206 via the stepped speed change unit 218, the second rotary machine MG2 is a rotary machine connected to the drive wheels 206 so as to be able to transmit power. Further, the differential mechanism 230 is a differential mechanism that divides and transmits the power of the engine 202 to the drive wheels 206 and the first rotary machine MG1. The continuously variable transmission 216 is an electric continuously variable transmission in which the differential state of the differential mechanism 230 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.

The differential mechanism 230 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 202 is connected to the carrier CA0 so as to be able to transmit power via the connecting shaft 226, the first rotating machine MG1 is 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 230, 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 unit 218 is a mechanical transmission mechanism as a stepped transmission that forms a part of a power transmission path between the intermediate transmission member 228 and the drive wheels 206, that is, the differential mechanism 230 and the drive wheels 206. It is an automatic transmission that forms part of the power transmission path between them. The intermediate transmission member 228 also functions as an input rotating member of the stepped transmission unit 218. The stepped transmission unit 218 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 232 and the second planetary gear device 234, 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 has a torque capacity of each engaging hydraulic PRcb of the pressure-adjusted engaging device CB output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 236 provided in the vehicle 200. By changing the engagement torque Tcb, the operating state, which is a state such as engagement or disengagement, can be switched.

In the stepped transmission unit 218, the rotating elements of the first planetary gear device 232 and the second planetary gear device 234 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 228, the case 214, or the output shaft 220. Each rotating element of the first planetary gear device 232 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 234 is a sun gear S2, a carrier CA2, and a ring gear R2.

The stepped speed change unit 218 is any of a plurality of gear stages having a different gear ratio γat (= AT input rotation speed Ni / AT output rotation speed No) due to the engagement of any of the plurality of engaging devices. The gear stage is formed. In this embodiment, the gear stage formed by the stepped transmission unit 218 is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped speed change unit 218, which is the same value as the rotation speed of the intermediate transmission member 228, and is also the same value as the MG2 rotation speed Nm. The AT output rotation speed No is the rotation speed of the output shaft 220, which is the output rotation speed of the stepped transmission unit 218, and is a composite transmission in which the continuously variable transmission unit 216 and the stepped transmission unit 218 are combined. It is also the output rotation speed of the transmission 238.

As shown in the engagement operation table of FIG. 11, for example, the stepped transmission unit 218 has AT 1st gear (“1st” in the figure) -AT 4th gear (“4th” in the figure) as a plurality of AT gears. ") 4 steps of forward AT gear steps 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. 11 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. In FIG. 11, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped transmission unit 218, and blank indicates release.

In the stepped transmission unit 218, the AT gear stages formed according to the accelerator operation of the driver (that is, the driver), the vehicle speed V, etc. are switched by the electronic control device 240 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 speed change unit 218, the shift is executed by grasping any one of the engagement device CB, that is, the shift is executed by switching between the engagement and the disengagement of the engagement device CB. So-called clutch-to-clutch shifting is performed.

The vehicle 200 is further equipped with a one-way clutch F0. 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 lock mechanism capable of fixing the connecting shaft 226, which is connected to the crankshaft of the engine 202 and rotates integrally with the carrier CA0, to the case 214. In the one-way clutch F0, one member of the two relative rotatable members is integrally connected to the connecting shaft 226, and the other member is integrally connected to the case 214. The one-way clutch F0 idles in the forward rotation direction, which is the rotation direction of the engine 202 during operation, and automatically engages with the rotation direction opposite to that during operation of the engine 202. Therefore, when the one-way clutch F0 idles, the engine 202 is in a state where it can rotate relative to the case 214. On the other hand, when the one-way clutch F0 is engaged, the engine 202 is in a state where it cannot rotate relative to the case 214. That is, the engine 202 is fixed to the case 214 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 202, 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 202 to rotate in the forward rotation direction and preventing the engine 202 from rotating in the negative rotation direction.

The vehicle 200 further includes an electronic control device 240 as a controller including a control device for the vehicle 200 related to control of the engine 202, the first rotary machine MG1, and the second rotary machine MG2. The electronic control device 240 has the same configuration as the electronic control device 100 shown in the first embodiment. Various signals and the like similar to those supplied to the electronic control device 100 are supplied to the electronic control device 240. From the electronic control device 240, various command signals similar to those output by the electronic control device 100 are output. The electronic control device 240 has functions equivalent to the functions of the hybrid control unit 102, the feedback gain setting unit 104, and the state determination unit 106 included in the electronic control device 100. The electronic control device 240 improves the supercharging response until the supercharging pressure Pchg rises to the target supercharging pressure Pchgtgt, which is the same as that realized by the electronic control device 100 as shown in the first and second embodiments. At the same time, it is possible to realize a control function of appropriately adjusting the engine rotation speed Ne to the target engine rotation speed Netgt by feedback control of MG1 torque Tg.

According to this embodiment, the same effect as that of Examples 1 and 2 described above can be obtained.

In this embodiment, a vehicle 300 as shown in FIG. 12, which is different from the vehicle 10 shown in the first embodiment, will be illustrated. FIG. 12 is a diagram illustrating a schematic configuration of a vehicle 300 to which the present invention is applied. In FIG. 12, the vehicle 300 is a series-type hybrid vehicle including an engine 302, a generator 304, a motor 306, a power transmission device 308, and a drive wheel 310.

The engine 302 has the same configuration as the engine 12 shown in the first embodiment. The engine torque Te of the engine 302 is controlled by controlling the engine control device 312 such as the electronic throttle valve, the fuel injection device, the ignition device, and the wastegate valve provided in the vehicle 300 by the electronic control device 318 described later. To. The engine 302 is not mechanically connected to the drive wheels 310.

The generator 304 is a rotary electric machine that exclusively functions as a generator. The generator 304 is a rotating machine that is mechanically connected to the engine 302 and transmits the power of the engine 302. The generator 304 is rotationally driven by the engine 302 to generate electricity by the power of the engine 302. The motor 306 is a rotary electric machine having a function as an electric motor and a function as a generator, and is a so-called motor generator. The motor 306 is a rotating machine connected to the drive wheels 310 via a power transmission device 308 so as to be able to transmit power. The generator 304 and the motor 306 are each connected to the battery 316 provided in the vehicle 300 via the inverter 314 provided in the vehicle 300. In the generator 304 and the motor 306, the generator torque Tgr, which is the output torque of the generator 304, and the motor torque Tmt, which is the output torque of the motor 306, are controlled by controlling the inverter 314 by the electronic control device 318, respectively. Toque. The generated power Wgr of the generator 304 is charged in the battery 316 or consumed by the motor 306. The motor 306 outputs the motor torque Tmt by using all or a part of the generated power Wgr, or by using the power from the battery 316 in addition to the generated power Wgr. In this way, the motor 306 is driven by the generated power Wgr of the generator 304.

The vehicle 300 further includes an electronic control device 318 as a controller that includes a control device for the vehicle 300 related to control of the engine 302, the generator 304, the motor 306, and the like. The electronic control device 318 has the same configuration as the electronic control device 100 shown in the first embodiment. Various signals and the like similar to those supplied to the electronic control device 100 are supplied to the electronic control device 318. From the electronic control device 318, various command signals similar to those output by the electronic control device 100 are output. The electronic control device 318 has functions equivalent to the functions of the hybrid control unit 102, the feedback gain setting unit 104, and the state determination unit 106 included in the electronic control device 100. The electronic control device 318 improves the supercharging response until the supercharging pressure Pchg rises to the target supercharging pressure Pchgtgt, which is the same as that realized by the electronic control device 100 as shown in the first and second embodiments. At the same time, it is possible to realize a control function of appropriately adjusting the engine rotation speed Ne to the target engine rotation speed Netgt by the feedback control of the generator torque Tgr.

Specifically, the electronic control device 318 can control the generator torque Tgr, which is the reaction torque of the generator 304, by feedback control so that the engine rotation speed Ne becomes the target engine rotation speed Netgt. In this case, the target value of the generator rotation speed Ngr, which is the rotation speed of the generator 304, is set to a value equal to the target engine rotation speed Netgt. The electronic control device 318 sets the FB gain in the feedback control based on the target boost pressure Pchgtgt or the boost pressure deviation ΔPchg, and when the target boost pressure Pchgtgt is high, it is compared with when it is low or the boost pressure. When the deviation ΔPchg is large, the FB gain is set to a large value as compared with when it is small.

According to this embodiment, the same effect as that of Examples 1 and 2 described above can be obtained.

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 the above-described embodiment, PID control having a proportional term, an integral term, and a differential term is exemplified as the feedback control, but the present invention is not limited to this embodiment. For example, the feedback control may be a PI control having a proportional term and an integral term.

Further, in the above-described first embodiment, the vehicle 10 may be a vehicle, such as the vehicle 200, which does not include the transmission unit 58 and in which the engine 12 is connected to the differential unit 60. The differential unit 60 may be a mechanism whose differential action can be limited by the control of the clutch or brake connected to the rotating element of the second planetary gear mechanism 82. Further, the second planetary gear mechanism 82 may be a double pinion type planetary gear device. Further, the second planetary gear mechanism 82 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. The second planetary gear mechanism 82 is a differential gear device in which a pinion that is rotationally driven by the engine 12 and a pair of bevel gears that mesh with the pinion are connected to the first rotary machine MG1 and the drive gear 74, respectively. Is also good. Further, in the configuration in which two or more planetary gear devices are connected to each other by some rotating elements constituting them, the second planetary gear mechanism 82 has an engine, a rotating machine, and the rotating elements of the planetary gear devices, respectively. The drive wheels may be connected so as to be able to transmit power.

Further, in the above-described third embodiment, the one-way clutch F0 has been exemplified as a locking mechanism capable of fixing the carrier CA0 non-rotatably, but the present invention is not limited to this mode. This locking mechanism, for example, selectively connects the connecting shaft 226 and the case 214, 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 200 does not necessarily have to include the one-way clutch F0.

Further, in the third embodiment described above, the stepped transmission unit 218 has been exemplified as an automatic transmission forming a part of the power transmission path between the differential mechanism 230 and the drive wheels 206, but the present invention is not limited to this mode. This automatic transmission is, for example, 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 a known belt. It may be an automatic transmission such as a continuously variable transmission of the type.

Further, in the fourth embodiment described above, in the vehicle 300, the engine 302 is not mechanically connected to the drive wheels 310, but the present invention is not limited to this mode. For example, in the vehicle 300, the engine 302 and the drive wheels 310 are connected via a clutch. For example, even if the clutch is engaged during high-speed driving and the power of the engine 302 is mechanically transmitted to the drive wheels 310. good. Further, the power transmission device 308 may include an automatic transmission.

Further, in the above-described embodiment, in addition to or in place of the exhaust turbine type turbocharger 18, a mechanical pump type turbocharger that is rotationally driven by an engine or an electric motor may be provided. Alternatively, the supercharger 18 may include an actuator that can control the rotation speed of the compressor 18c, for example, an electric motor.

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: Engine 16: Drive wheel 18: Supercharger 82: Second planetary gear mechanism (differential mechanism)
100: Electronic control device (control device)
102: Hybrid control unit (rotator control unit)
104: Feedback gain setting unit MG1: First rotating machine (rotating machine)
200: Vehicle (hybrid vehicle)
202: Engine 206: Drive wheel 230: Differential mechanism 240: Electronic control device (control device)
300: Vehicle (hybrid vehicle)
302: Engine 304: Generator (rotary machine)
318: Electronic control device (control device)

Claims (4)

A control device for a hybrid vehicle including an engine having a supercharger and a rotating machine to which the power of the engine is transmitted.
A rotary machine control unit that controls the output torque of the rotary machine by feedback control so that the rotation speed of the engine becomes the target rotation speed.
The feedback gain in the feedback control is set based on the target value of the supercharging pressure by the supercharger or the difference between the target value of the supercharging pressure and the actual value, and the target value of the supercharging pressure is high. It is characterized by including a feedback gain setting unit that sets the feedback gain to a larger value than when it is low or when the difference between the target value and the actual value of the boost pressure is large. Control device for hybrid vehicles. The claim is characterized in that the feedback gain setting unit sets the feedback gain to a larger value as the target value of the boost pressure is higher or the difference between the target value of the boost pressure and the actual value is larger. The control device for a hybrid vehicle according to 1. The hybrid vehicle according to claim 1 or 2, wherein the feedback gain setting unit sets the feedback gain to a large value so that the followability of the rotation speed of the engine to the target rotation speed is improved. Control device. The hybrid vehicle according to any one of claims 1 to 3, wherein the hybrid vehicle includes a differential mechanism that divides and transmits the power of the engine to the drive wheels and the rotating machine. Control device.

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