JP2010120639A - Control apparatus for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control apparatus for a vehicle configured to output power from a motor to driving wheels (axle) through a stepped automatic transmission which suppresses a shock and an increased friction material heat load on the automatic transmission during a downshift. <P>SOLUTION: Engine speed is reduced before the start of a downshift gear change, and the downshift gear change is performed after engine speed is reduced to a speed where protection control is disabled. During the downshift gear change, engine control such as ignition timing retard control or fuel injection quantity reduction control can implement the control of reducing the rate of engine speed increase to implement a motor torque down during the downshift gear change. The control can suppress motor racing during the torque down gear change to suppress a gear change shock and protect the friction material of a friction engagement element. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention includes a differential unit that outputs at least a part of power from an engine to drive wheels, a first electric motor coupled to a rotating element of the differential unit, and a second electric motor. The present invention relates to a vehicle control device that outputs power to drive wheels via a stepped automatic transmission.

  In recent years, from the viewpoint of environmental protection, it has been desired to reduce exhaust gas emissions from engines (internal combustion engines) mounted on vehicles and to improve fuel consumption rate (fuel consumption). Hybrid vehicles equipped with are put into practical use.

  The hybrid vehicle includes an engine such as a gasoline engine or a diesel engine, and an electric motor (for example, a motor generator or a motor) that is driven by power generation by the engine output or battery power to assist engine output. Either one or both of them is used as a driving source.

  In the hybrid vehicle, the operating range (specifically, driving or stopping) of the engine and the electric motor is controlled based on the vehicle speed and the accelerator opening. For example, in a region where the engine efficiency is low, such as when starting or running at a low speed, the engine is stopped and the drive wheels are driven by the power of only the electric motor. Further, during normal traveling, control is performed such that the engine is driven and the driving wheels are driven by the power of the engine. Further, at the time of high load such as full-open acceleration, in addition to engine power, control is performed such that power is supplied from the battery to the electric motor and the power from the electric motor is added as auxiliary power.

  As one of such hybrid vehicle drive devices, for example, a mechanism having a sun gear, a ring gear, and a carrier (pinion gear) as rotating elements, the engine output is distributed to the first electric motor and the transmission shaft (ring gear shaft) (or the engine). A power distribution mechanism that combines the output of the first motor and the output of the first motor to output to the transmission shaft), a second motor, and a stepped type provided between the second motor and the drive wheel (output shaft). And a power storage device (battery) capable of charging generated power from the first and second motors and supplying power to the first and second motors, and automatically shifting the power from the second motor. 2. Description of the Related Art A vehicle drive device that outputs to a drive wheel (axle) via a machine is known (see, for example, Patent Document 1).

  In such a vehicle drive device, the power distribution mechanism functions as a differential mechanism, and the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action, and the remaining part of the power from the engine is transferred. By electrically transmitting using the electric path from the 1st electric motor to the 2nd electric motor, it functions as a transmission in which a gear ratio is changed electrically. As a result, the vehicle can be run while maintaining the engine in an optimum operating state, and fuel consumption can be improved. Further, in this type of hybrid vehicle drive device, the power balance is normally controlled to be zero when the generator power generation amount, the battery charge / discharge amount, and the motor consumption amount are all added.

  On the other hand, a planetary gear type transmission that sets a gear stage (shift stage) using a clutch or brake that is a friction engagement element and a planetary gear unit is applied as a transmission mounted on a hybrid vehicle. For example, there are two brakes as friction engagement elements, a gear position that engages one brake and releases the other brake (for example, a low speed gear), and a gear that engages the other brake and releases one brake. Switching to a stage (for example, a high-speed stage) is performed. In this case, a so-called clutch-to-clutch shift is performed in which the engagement of the frictional engagement element on the engagement side and the release of the frictional engagement element on the release side are simultaneously performed during the shift.

  A vehicle such as a hybrid vehicle is provided with a shift operation device operated by a driver. By operating a shift lever of the shift operation device, the shift position of the automatic transmission is set to, for example, P (parking). The position, R (reverse) position, N (neutral) position, D (drive) position, and the like can be switched. Further, in recent years, a shift operation device with a sequential mode has been put into practical use. In sequential mode, a sequential shift range of multiple stages (for example, 6 stages) is set, and when the shift lever is placed at the S (sequential) position and an upshift (+) or downshift (-) operation is performed, The sequential shift range is increased or decreased. When such a sequential mode is selected, the engine speed is controlled to be higher than when traveling in the D range.

  In addition, as a technology related to control at the time of shifting the hybrid vehicle, Japanese Patent Application Laid-Open Publication No. 2003-259542 discloses that in a hybrid vehicle that outputs power from the second electric motor to driving wheels (axle) via the automatic transmission. It is disclosed that torque reduction of the second electric motor is performed during shift shifting.

JP 2006-316848 A JP 2007-237923 A JP 2005-051887 A JP 2004-316502 A JP 2007-245769 A

  By the way, in the hybrid vehicle described above, when the accelerator pedal is depressed during the downshift, the gear shift is performed to reduce the shift shock and the friction material thermal load of the friction engagement element (brake) of the automatic transmission. While it is necessary to reduce the torque of the second electric motor, protection control (engine overrun prevention control) is activated and the torque reduction cannot be performed when the engine reaches a high speed. In other words, when the engine speed is low, there is no problem because the engine power can be consumed by the engine inertia. However, when the engine speed is high, such as when using the above-mentioned sequential shift, the engine overspeed prevention (part protection) ), Since the rotational speed control is executed by the first electric motor (generator) responsible for the reaction force of the engine torque, the amount of power generation increases. When the amount of power generation increases in this way, power consumption by the second electric motor (motor) is required, so that a desired torque reduction cannot be performed.

  For this reason, if the torque reduction cannot be performed during the downshift, it is impossible to restrict the blowing of the second motor that is the gear to be shifted, and therefore the rotation speed of the second motor and the target rotation speed (target gear speed) The friction engagement element is engaged in a state where there is a differential rotation with respect to (synchronous rotation speed), and an engagement shock may occur. Moreover, there is a concern about an increase in the thermal load of the friction material of the friction engagement element.

  It is possible to eliminate such problems if the battery has sufficient power acceptance, but charging under any conditions, including charging the amount of power generated by the first motor at the time of high engine speed as described above. However, it is difficult to realize the battery capacity because the battery specification becomes excessive to ensure the capacity.

In hybrid vehicles, various technologies for canceling changes in driving force during gear shifting by cooperative control of a motor and an engine (generator) have been disclosed. There is a case where the cooperative control cannot be performed, and there is a concern that a shift shock may occur or the friction material heat load may increase.

  The present invention has been made in view of such a situation, a differential unit that outputs at least a part of the power from the engine to the drive wheel, a first electric motor connected to a rotating element of the differential unit, And a second electric motor, wherein the power from the second electric motor is output to a drive wheel (axle) via a stepped automatic transmission. The object is to realize control capable of suppressing an increase in friction material heat load.

-Principle of solving the problem-
The solution principle of the present invention devised to achieve the above object is that a first electric motor connected to a rotating element of a differential section that outputs at least a part of power from an engine to driving wheels, and a second electric motor In a vehicle control device that outputs power from the second electric motor to a drive wheel (axle) via a stepped automatic transmission, during the downshift of the automatic transmission or before the start of the downshift Further, by reducing the engine speed, the torque of the second electric motor can be reduced during the downshift.

-Solution-
Specifically, the present invention includes an engine, a differential unit that is provided between the engine and the drive wheel, and outputs at least a part of power from the engine to the drive wheel, and a rotating element of the differential unit A first motor coupled to the second motor, a second motor, a stepped automatic transmission provided between the second motor and a drive wheel (axle), and power generation from the first to second motors In a vehicle control device including a power storage device capable of charging power and supplying power to the first and second electric motors, before starting a downshift of the automatic transmission, the engine speed is reduced. It is characterized by having a rotational speed control means for reducing it. In the present invention, the downshift is started on condition that the engine speed is equal to or less than the reduction target value due to the reduction of the engine speed before the start of the downshift.

  According to the present invention, since the engine speed is reduced before the start of the downshift, even if the engine speed is high due to the use of a sequential shift or the like, the engine speed during the downshift is changed to the first electric motor. It is possible to reduce the rotational speed at which the protection control (engine overrun prevention control) is not activated. Therefore, in the present invention, it is possible to reduce the torque of the second electric motor during the downshift, and it is possible to suppress an increase in rotation of the second electric motor (blow of the motor). As a result, the differential rotation between the second electric motor and the engagement target rotation speed (synchronous rotation speed of the target gear stage) when the friction engagement element is engaged can be reduced, and the shift shock can be suppressed and the friction engagement can be achieved. It is possible to protect the friction material of the element.

  Here, the reduction target value set with respect to the engine speed is the allowable engine speed, that is, the limit speed of the engine itself, the upper limit speed of the first electric motor (MG1), the rotating body of the driving force transmission system ( This is set in consideration of the rotational speed at which the protection control (engine overrun prevention control) for preventing the engine rotational speed from exceeding the allowable rotational speed (see FIG. 16) determined based on the upper limit rotational speed of the pinion gear or the like does not operate. .

  Further, the reduction target value set for the engine speed may be variably set in consideration of the power acceptance state of the power storage device (battery). Explaining this point, when the power storage device is in a state where power can be received, the margin for the engine speed at which the protection control operates is higher than in the case where power cannot be received. It is possible to set it to a higher side, and by setting the reduction target value variably in consideration of this point, the application range of the engine speed reduction control described above can be minimized.

  As another solution of the present invention, an engine, a differential unit provided between the engine and the drive wheel, which outputs at least a part of power from the engine to the drive wheel, and rotation of the differential unit A first electric motor coupled to the element, a second electric motor, a stepped automatic transmission provided between the second electric motor and a drive wheel (axle), and the first to second electric motors In a vehicle control device comprising a power storage device capable of charging generated power and supplying power to the first and second electric motors, the engine speed increase speed during downshift of the automatic transmission is determined by the engine. The structure provided with the engine control means suppressed by the side control can be mentioned.

  According to the present invention, the engine speed control prevents the engine speed from increasing during the downshift, so that the protection control (engine overrun prevention control) by the first motor is activated during the downshift. You can avoid it. Therefore, also in the present invention, it is possible to reduce the torque of the second electric motor during the downshift, and it is possible to suppress an increase in rotation of the second electric motor (blow of the motor). As a result, the differential rotation between the second electric motor and the engagement target rotation speed (synchronous rotation speed of the target gear stage) when the friction engagement element is engaged can be reduced, and the shift shock can be suppressed and the friction engagement can be achieved. It is possible to protect the friction material of the element.

  A specific configuration of the present invention will be described.

First, in the present invention, the control for suppressing the increasing speed of the engine speed is executed on condition that the engine speed is not less than the determination threshold value. In this case, the determination threshold value set with respect to the engine speed is the limit speed of the engine itself, the upper limit speed of the first electric motor (MG1), and the upper limit speed of the rotating body (pinion gear, etc.) of the driving force transmission system. Taking into account the allowable engine speed (see FIG. 16) determined on the basis of the above, a value that allows a margin for the allowable engine speed (determination threshold = allowable engine speed−margin) That's fine.

  The determination threshold value set for the engine speed may be set variably in consideration of the power acceptance state of the power storage device (battery). Explaining this point, when the power storage device is in a state where power can be received, the margin for the engine speed at which the protection control operates is higher than in the case where power cannot be received. In consideration of this point, by setting the determination threshold value variably, it is possible to minimize the region to which the engine speed increase suppression control described above is applied.

  In the present invention, the control for suppressing the engine speed increase rate may be executed in consideration of the engine required power during the downshift. Specifically, when the engine required power is large and the engine speed reaches the upper limit of the allowable rotation speed during the downshift (per engine upper speed), the engine speed is controlled by the engine side control. Suppress the rising speed.

  As described above, the control for suppressing the increase speed of the engine speed is executed only when the condition that the engine speed is equal to or higher than the determination threshold and / or the condition that the engine required power is equal to or higher than the determination threshold is satisfied. As a result, it is possible to perform control only when it is necessary to suppress the rotation speed increase speed, and it is possible to minimize the driver's uncomfortable feeling (rotation increase delay, etc.).

  In the present invention, as a method of suppressing the engine speed increase rate, engine ignition timing retardation control, engine fuel injection amount reduction control, engine control smoothing processing (for example, torque restriction smoothing in electronic throttle control) Abolition control of processing). Each of these controls may be performed independently, or any two controls or all controls may be combined.

It is a schematic structure figure showing an example of a hybrid vehicle to which the present invention is applied. It is a schematic block diagram of the automatic transmission mounted in the hybrid vehicle of FIG. It is an operation | movement table | surface of the automatic transmission shown in FIG. It is a circuit block diagram which shows a part of hydraulic control circuit of an automatic transmission. It is a figure which writes and shows the principal part perspective view (a) of a shift operation apparatus, and the shift gate (b) of a shift operation apparatus. It is a block diagram which shows the structure of control systems, such as ECU. It is a figure which shows an example of the map used for request | requirement torque calculation. It is a figure which shows an example of the shift map used for shift control. It is a figure which shows an example of a sequential shift shift map. It is a flowchart which shows an example of the engine control at the time of the downshift gear change which ECU performs. It is a figure which shows the relationship between the electric power generation amount Pg by 1st motor generator MG1, and the electric power reception restriction | limiting Win of a battery. 5 is a timing chart showing an example of an engine output change at the start / end of engine output restriction, and a change in the rotational speed and torque of the second motor generator MG2. 10 is a timing chart showing another example of engine output change at the start / end of engine output restriction and changes in the rotation speed and torque of the second motor generator MG2. It is a flowchart which shows an example of the engine control before the start of the downshift gear change performed by ECU. 6 is a flowchart showing another example of engine control during downshifting executed by the ECU. It is a figure which shows the allowable rotation speed of an engine. It is a schematic block diagram which shows the other example of the hybrid vehicle to which this invention is applied.

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

  FIG. 1 is a schematic configuration diagram showing an example of a hybrid vehicle to which the present invention is applied.

  The hybrid vehicle HV in this example includes an engine 1, a first motor generator MG 1, a second motor generator MG 2, a power distribution mechanism 2, an automatic transmission 3, an inverter 4, a battery (HV battery) 5, a differential gear 6, and drive wheels 7. , A hydraulic control circuit 300 (see FIG. 4), a shift operation device 8 (see FIG. 5), an ECU (Electronic Control Unit) 100, and the like.

  The engine 1, the motor generators MG1 and MG2, the automatic transmission 3, the power distribution mechanism 2, the automatic transmission 3 (including the hydraulic control circuit 300), the shift operation device 8, and each part of the ECU 100 will be described below.

-Engine-
The engine 1 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and can control the operation state such as throttle opening (intake amount), fuel injection amount, and ignition timing. It is configured. The rotation speed (engine rotation speed) of the crankshaft 11 that is the output shaft of the engine 1 is detected by the engine rotation speed sensor 201. The engine 1 is driven and controlled by the ECU 100.

  It should be noted that the engine 1 of this example can obtain an optimal intake air amount (target intake amount) according to the operating state of the engine 1 such as the engine speed and the accelerator pedal depression amount (accelerator opening) of the driver. Is equipped with an electronic throttle system that controls the throttle opening. In such an electronic throttle system, the throttle opening sensor 202 (see FIG. 6) is used to detect the actual throttle opening of the throttle valve, and the actual throttle opening is the throttle opening (from which the target intake air amount is obtained ( The throttle valve actuator is feedback-controlled so as to match the target throttle opening.

-Motor generator-
Motor generators MG1 and MG2 are AC synchronous motors that function as electric motors as well as electric generators. Motor generators MG 1 and MG 2 are connected to battery 5 through inverter 4. Inverter 4 is controlled by ECU 100, and regeneration or power running (assist) of motor generators MG 1 and MG 2 is set by the control of inverter 4. The regenerative power at that time is charged into the battery 5 via the inverter 4. Driving power for motor generators MG1 and MG2 is supplied from battery 5 via inverter 4.

-Power distribution mechanism-
The power distribution mechanism 2 includes an external gear sun gear S21, an internal gear ring gear R21 arranged concentrically with the sun gear S21, a plurality of pinion gears P21 that mesh with the sun gear S21 and mesh with the ring gear R21, and the plurality of pinion gears P21. And a carrier CA21 that holds the pinion gear P21 in a rotatable and revolving manner, and a planetary gear mechanism that performs a differential action using the sun gear S21, the ring gear R21, and the carrier CA21 as rotational elements.

  The crankshaft 11 of the engine 1 is connected to the carrier CA21 of the power distribution mechanism 2. In addition, the rotation shaft of the first motor generator MG1 is connected to the sun gear S21 of the power distribution mechanism 2. A ring gear shaft (propeller shaft) 21 is connected to the ring gear R21 of the power distribution mechanism 2. The ring gear shaft 21 is connected to the drive wheel 7 via the differential gear 6. Further, the rotary shaft of the second motor generator MG <b> 2 is connected to the ring gear shaft 21 via the automatic transmission 3.

  In the power distribution mechanism 2 having such a structure, when the first motor generator MG1 functions as a generator, the power from the engine 1 input from the carrier CA21 is applied to the sun gear S21 side and the ring gear R21 side according to the gear ratio. Distribute. On the other hand, when first motor generator MG1 functions as an electric motor, the power from engine 1 input from carrier CA21 and the power from first motor generator MG1 input from sun gear S21 are integrated and output to ring gear R21. .

-Automatic transmission-
As shown in FIG. 2, the automatic transmission 3 is a planetary gear type equipped with a double pinion type first planetary gear mechanism 31, a single pinion type second planetary gear mechanism 32, two brakes B1, B2, and the like. The input shaft 30 is coupled to the rotation shaft of the second motor generator MG2. The output shaft 33 of the automatic transmission 3 is connected to the ring gear shaft 21 (FIG. 1).

The first planetary gear mechanism 31 includes an external gear sun gear S31, an internal gear ring gear R31 disposed concentrically with the sun gear S31, a plurality of first pinion gears P31a meshing with the sun gear S31, and the first pinion gear. A plurality of second pinion gears P31b that mesh with P31a and mesh with ring gear R31, and a plurality of first pinion gears P31a and a plurality of second pinion gears P31b are connected to each other and hold and rotate freely and revolved. The carrier CA31 of the first planetary gear mechanism 31 is integrally connected to the carrier CA32 of the second planetary gear mechanism 32. The sun gear S31 of the first planetary gear mechanism 31 is selectively connected to the housing 3A, which is a non-rotating member, via the brake B1, and the rotation of the sun gear S31 is prevented by the engagement of the brake B1.

  The second planetary gear mechanism 32 includes an external gear sun gear S32, an internal gear ring gear R32 arranged concentrically with the sun gear S32, a plurality of pinion gears P32 meshing with the sun gear S32 and meshing with the ring gear R32. And a carrier CA32 that holds the plurality of pinion gears P32 so as to rotate and revolve freely. The sun gear S32 of the second planetary gear mechanism 32 is connected to the input shaft 30, and the carrier CA32 is connected to the output shaft 33. Further, the ring gear R32 of the second planetary gear mechanism 32 is selectively coupled to the housing 3A via the brake B2, and the rotation of the ring gear R32 is prevented by the engagement of the brake B2.

  The rotational speed of the input shaft 30 of the automatic transmission 3 (input shaft rotational speed) is detected by the input shaft rotational speed sensor 203. Further, the rotational speed (output shaft rotational speed) of the output shaft 33 of the automatic transmission 3 is detected by the output shaft rotational speed sensor 204. Based on the rotation speed ratio (output shaft rotation speed / input shaft rotation speed) obtained from the output signals of the input shaft rotation speed sensor 203 and the output shaft rotation speed sensor 204, the current gear stage of the automatic transmission 3 is determined. be able to.

  The automatic transmission 3 is operated by a driver operating a shift lever 81 (see FIG. 5) of the shift operation device 8, for example, P range (parking range), N range (neutral range), D range (forward travel range), and the like. You can switch to

  In the automatic transmission 3 described above, the gear stage (shift stage) is set by engaging or releasing the brakes B1 and B2, which are friction engagement elements, in a predetermined state. The engagement / release state of the brakes B1 and B2 of the automatic transmission 3 is shown in the operation table of FIG. In the operation table of FIG. 3, “◯” represents “engaged”, and “blank” represents “release”.

  In the automatic transmission 3 of this example, the input shaft 30 (the rotation shaft of the second motor generator MG2) and the output shaft 33 (the ring gear shaft 21) can be disconnected by releasing both the brakes B1 and B2. Neutral state).

  The transmission gear stage “Lo” is set by engaging the brake B2 and releasing the brake B1. When the brake B2 is engaged, the rotation of the ring gear R32 of the second planetary gear mechanism 32 is fixed, and the carrier CA32, that is, the output shaft is generated by the ring gear R32 to which the rotation is fixed and the sun gear S32 rotated by the second motor generator MG2. 33 rotates at a low speed.

The transmission gear stage “Hi” is set by engaging the brake B1 and releasing the brake B2. When the brake B1 is engaged, the rotation of the sun gear S31 of the first planetary gear mechanism 31 is fixed, and the rotation of the sun gear S31 (ring gear 31) rotated by the second motor generator MG2 is fixed by the rotation of the sun gear S31. The carrier CA32 (carrier CA31), that is, the output shaft 33 rotates at a high speed.

In the automatic transmission 3 described above, the upshift from “Lo” to “Hi” is achieved by clutch-to-clutch shift control in which the brake B2 is released and the brake B1 is engaged at the same time. Further, the down shift from “Hi” to “Lo” is achieved by clutch-to-clutch shift control in which the brake B1 is released and the brake B2 is engaged at the same time. The hydraulic pressure when the brakes B1 and B2 are engaged or released is controlled by a hydraulic pressure control circuit 300 (see FIG. 4).

-Hydraulic control circuit-
The hydraulic control circuit 300 is provided with a linear solenoid valve and a control valve, which will be described later, and controls the excitation and non-excitation of the solenoid valve to switch the hydraulic circuit so that the brakes B1 and B2 of the automatic transmission 3 are engaged. You can control merge and release. Excitation / de-excitation of the linear solenoid valve of the hydraulic control circuit 300 is controlled by a solenoid control signal (instructed hydraulic signal) from the ECU 100.

  FIG. 4 shows a schematic configuration of the hydraulic control circuit 300. As shown in FIG. 4, the hydraulic control circuit 300 is driven by the rotation of the engine 1 and supplies oil (automatic transmission fluid: ATF) with an oil flow with sufficient pumping performance to operate the brakes B1 and B2. A mechanical pump MP that is pumped to the passage 301, a three-way solenoid valve 302 and a pressure control valve 303 that adjust the line hydraulic pressure PL of the oil pumped from the mechanical pump MP to the oil passage 301, and a line hydraulic pressure PL are used. And linear solenoid valves 304 and 305 for adjusting the engagement force of the brakes B1 and B2, control valves 306 and 307, and accumulators 308 and 309.

  In this hydraulic control circuit 300, the line hydraulic pressure PL can be adjusted by driving the 3-way solenoid valve 302 to control the opening and closing of the pressure control valve 303.

  The engaging force of the brakes B1 and B2 is adjusted by controlling the opening and closing of the control valves 306 and 307 that transmit the line hydraulic pressure PL to the brakes B1 and B2 by controlling the current applied to the linear solenoid valves 304 and 305. can do.

  In the hydraulic control circuit 300, excess oil that has not been used for the operation of the brakes B1 and B2 among the oil pumped from the mechanical pump MP, and pressure control after being used for the operation of the brakes B1 and B2. The oil returned from the valve 303 is supplied as lubricating oil to the power distribution mechanism 2 or the like via the oil flow path 310.

-Shift operation device-
On the other hand, a shift operation device 8 as shown in FIG. 5 is arranged in the vicinity of the driver seat of the hybrid vehicle HV. The shift operating device 8 is provided with a shift lever 81 that can be displaced.

  In this example, the shift operation device 8 has a P (parking) position, an R (reverse) position, an N (neutral) position, and a D (drive) position, and the driver moves the shift lever 81 to a desired position. Can be displaced. Each position of these P position, R position, N position, and D position (including the shift up (+) position and shift down position (−) position of the S position described below) is determined by the shift position sensor 206 (see FIG. 6). Detected.

  The P position and the N position are non-traveling positions that are selected when the vehicle is not traveling, and the R position and the D position are traveling positions that are selected when the vehicle is traveling.

Further, as shown in FIG. 5B, the shift operation device 8 is provided with an S (sequential) position 82, and when the shift lever 81 is operated to the S position 82,
A sequential mode (manual shift mode) for manually performing a shift operation is set.

  In this example, for example, six sequential shift ranges S1 to S6 are set, and when the shift lever 81 is operated to upshift (+) or downshift (−), the sequential shift range is up or down. . For example, the sequential shift range is increased by one stage for each operation to upshift (+) (for example, S1 → S2 →... → S6). On the other hand, the sequential shift range is decremented by one stage (for example, S6 → S5 →... → S1) for each operation to the downshift (−). The shift range control when the sequential mode is set will be described later.

-ECU-
As shown in FIG. 6, the ECU 100 includes a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, and the like.

  The ROM 102 includes various programs including a program for executing a shift control for setting the gear stage of the automatic transmission 3 in accordance with the traveling state of the hybrid vehicle HV, in addition to the control related to the basic operation of the hybrid vehicle HV. It is remembered. Specific contents of this shift control will be described later.

  The CPU 101 executes arithmetic processing based on various control programs and maps stored in the ROM 102. The RAM 103 is a memory that temporarily stores calculation results of the CPU 101, data input from each sensor, and the like. The backup RAM 104 is a non-volatile memory that stores data to be saved when the engine 1 is stopped. is there.

  The CPU 101, ROM 102, RAM 103, and backup RAM 104 are connected to each other via a bus 106 and to an interface 105.

  The interface 105 of the ECU 100 includes an engine speed sensor 201, a throttle opening sensor 202 that detects the throttle valve opening of the engine 1, an input shaft speed sensor 203, an output shaft speed sensor 204, and an accelerator pedal opening. An accelerator opening sensor 205 for detecting, a shift position sensor 206 for detecting the position of the shift lever 81, a current sensor 207 for detecting a charge / discharge current of the battery 5, a battery temperature sensor 208, and the like are connected. A signal from the sensor is input to the ECU 100.

  The ECU 100 executes various controls of the engine 1 including throttle opening (intake amount) control, fuel injection amount control, ignition timing control and the like of the engine 1 based on the output signals of the various sensors described above.

  The ECU 100 outputs a solenoid control signal (instructed hydraulic signal) to the hydraulic control circuit 300 of the automatic transmission 3. Based on this solenoid control signal, the linear solenoid valve and the like of the hydraulic control circuit 300 are controlled, and the brakes B1 and B2 are engaged or released to a predetermined state so as to constitute a predetermined gear stage (Lo or Hi). The Further, ECU 100 calculates a state of charge (SOC) based on the integrated value of the charge / discharge current detected by current sensor 207 in order to manage battery 5. Further, ECU 100 controls inverter 4, and the regeneration or power running (assist) of first motor generator MG <b> 1 and second motor generator MG <b> 2 is controlled by the control of inverter 4.

Then, the ECU 100 executes the following “shift control”, “shift range control when the sequential mode is set”, “travel control”, and “engine control during downshift and before start of shift”.

-Shift control-
First, the ECU 100 calculates the accelerator opening Ac based on the output signal of the accelerator opening sensor 205, and calculates the vehicle speed V based on the output signal of the output shaft rotational speed sensor 204, and determines the accelerator opening Ac and the vehicle speed. Based on V, the required torque Tr is obtained with reference to the map shown in FIG.

  Next, the target gear stage is calculated with reference to the shift map shown in FIG. 8 based on the vehicle speed V and the required torque Tr, and the rotation obtained from the output signals of the input shaft rotational speed sensor 203 and the output shaft rotational speed sensor 204. Whether the current gear stage of the automatic transmission 3 is determined based on the ratio of the numbers (output shaft rotational speed / input shaft rotational speed), and whether the speed change operation is necessary by comparing the target gear stage with the current gear stage. Determine whether or not.

  According to the determination result, when there is no need for shifting (when the target gear stage and the current gear stage are the same and the gear stage is appropriately set), a solenoid control signal (indicated hydraulic pressure) that maintains the current gear stage. Signal) to the hydraulic control circuit 300 of the automatic transmission 3.

  On the other hand, when the target gear stage and the current gear stage are different, shift control is performed. For example, the traveling state of the hybrid vehicle HV changes (for example, the vehicle speed changes) from the state in which the gear stage of the automatic transmission 3 is traveling in the “Hi” state, for example, from point A to point B shown in FIG. In this case, the target gear stage calculated from the shift map becomes “Lo”, and a solenoid control signal (instructed hydraulic signal) for setting the “Lo” gear stage is output to the hydraulic control circuit 300 of the automatic transmission 3. Then, at the same time as releasing the brake B1 as the friction engagement element, the shift from the Hi gear to the Lo gear (Hi → Lo down shift) is performed by engaging the brake B2.

  The map for calculating the required torque shown in FIG. 7 is a map obtained by empirically obtaining the required torque Tr by experiment / calculation using the vehicle speed V and the accelerator opening Ac as parameters, and is stored in the ROM 102 of the ECU 100. Has been.

  Further, the shift map shown in FIG. 8 uses the vehicle speed V and the required torque Tr as parameters, and has two regions (Lo region and Hi region) for obtaining an appropriate gear according to the vehicle speed V and the required torque Tr. It is a set map and is stored in the ROM 102 of the ECU 100. In the shift map of FIG. 8, the upshift line (shift line) is indicated by a solid line, and the downshift line (shift line) is indicated by a broken line. In addition, each switching direction of upshifting and downshifting is indicated by arrows in the figure.

  Even when the sequential mode is selected, when the shift state of the hybrid vehicle HV crosses the upshift line or downshift line of the shift map shown in FIG. Shift up.

-Shift range control when sequential mode is set-
The ECU 100 calculates the vehicle speed V based on the output signal to the output shaft speed sensor 204 and determines the lower limit engine speed based on the vehicle speed V. Specifically, for example, as shown in FIG. 9, the vehicle speed (output shaft speed) V is used as a parameter, and a map in which the engine speed is set for each sequential shift range S1 to S6 is used. Based on the positional information of the sequential shift ranges S1 to S6 selected by the shift lever operation, the lower limit engine speed is determined with reference to the map of FIG. 9, and the power distribution mechanism 2 is set so as to be equal to or higher than that speed. This is executed by a method of controlling the operating state of the connected first motor generator MG1.

  The map shown in FIG. 9 is stored in the ROM 102 of the ECU 100. In the map shown in FIG. 9, the engine speed is set so that the sequential shift range S1 is the highest when the vehicle speed V is the same, and decreases toward the sequential shift range S6. When the downshift operation is performed from “S3” to “S2”, the engine speed increases. Further, when the shift range is upshifted from “S3” to “S4”, the engine speed is decreased.

-Travel control-
The ECU 100 calculates the required torque Tr to be output to the ring gear shaft (propeller shaft) 21 with reference to the map shown in FIG. 7 based on the accelerator opening degree Ac and the vehicle speed V by the same process as described above. The hybrid vehicle HV travels in a predetermined travel mode by drivingly controlling the engine 1 and the motor generators MG1, MG2 (inverter 4) so that the required power corresponding to Tr is output to the ring gear shaft 21.

  For example, in a region where the engine efficiency is low, such as when starting or running at low speed, the operation of the engine 1 is stopped, and power corresponding to the required power is transferred from the second motor generator MG2 to the ring gear shaft 21 via the automatic transmission 3. Output. During normal travel, the engine 1 is driven so that power commensurate with the required power is output from the engine 1, and the rotation speed of the engine 1 is controlled by the first motor generator MG1 so as to achieve optimum fuel consumption.

  When assisting the torque by driving the second motor generator MG2, the torque applied to the ring gear shaft (propeller shaft) 21 is set by setting the gear stage of the automatic transmission 3 to “Lo” when the vehicle speed V is low. When the vehicle speed V is increased and the vehicle speed V is increased, the gear stage of the automatic transmission 3 is set to “Hi” and the rotational speed of the second motor generator MG2 is relatively lowered to reduce the loss, thereby improving the efficiency. Execute torque assist. Further, the operation of the second motor generator MG2 is stopped, and the torque (direct torque) transmitted directly from the engine 1 to the ring gear shaft 21 via the power distribution mechanism 2 while taking the reaction force of the engine torque by the first motor generator MG1. ) Is also executed.

  The ECU 100 normally supplies an equal power command to the second motor generator MG2 so that the input torque of the automatic transmission 3 becomes equal power (input shaft speed × input torque = constant). MG2 is controlled with equal power.

-Engine control during downshift (1)-
First, in the hybrid vehicle HV, when the accelerator pedal is depressed during the downshift (when the power is turned downshift), the shift shock is reduced and the friction material heat of the friction engagement element (brake B2) of the automatic transmission 3 is reduced. The torque of the second motor generator MG2 needs to be reduced during the shift to reduce the load. However, as described above, the protection control (engine overrun prevention control) is activated when the engine 1 is at a high speed. Torque down cannot be performed. That is, when the engine speed is low, there is no problem because the engine power can be consumed by the engine inertia. However, when the engine speed is high, such as when using the above-described sequential shift, the engine 1 is prevented from over-rotation ( For the purpose of component protection, the first motor generator MG1 responsible for the reaction force of the engine torque executes the rotational speed control, so the power generation amount increases. When the power generation amount increases in this way, power consumption in the second motor generator MG2 is required, and a desired torque reduction cannot be performed.

For this reason, if the torque reduction cannot be performed during the downshift, it is impossible to restrict the blowing of the second motor generator MG2 that is the subject of the shift, and an engagement shock may occur. Moreover, there is a concern about an increase in the thermal load of the friction material of the friction engagement element.

  In consideration of such points, in this example, the engine 1 is configured so that the power balance between the first motor generator MG1 and the second motor generator MG2 is established during the downshift (Hi → Lo shift). It is characterized in that the torque of the second motor generator MG2 can be reduced by limiting the output.

  A specific example of the control will be described with reference to the flowchart of FIG. The control routine of FIG. 10 is repeatedly executed by the ECU 100 every predetermined time (for example, several milliseconds).

  In step ST101, it is determined whether or not a downshift (Hi → Lo shift) is being performed. If the determination result is affirmative, the process proceeds to step ST102. When the determination result of step ST101 is negative (when not downshifting), the process returns.

  In step ST102, the user request power is calculated. Specifically, the required torque Tr is calculated by referring to the map shown in FIG. 7 based on the accelerator opening degree Ac and the vehicle speed V by the same processing as described above, and the required torque Tr and the output shaft rotation speed (output shaft The user request power is calculated from (calculated based on the output signal of the rotation speed sensor 204) (request power = request torque × output shaft rotation speed). The user request power calculated in this way is set as the engine request power Pe (step ST103).

  In step ST104, the current power acceptance limit Win of the battery 5 is obtained based on the battery temperature and SOC detected by the battery temperature sensor 208, and the power balance establishment condition [| Win | ≧ | Pg + Ph |] is satisfied. The upper limit of the output (engine power Pe) of the engine 1 is guarded. Here, Pg is a power generation amount of the first motor generator MG1 that controls the engine speed, and Ph is an auxiliary machine consumption. The auxiliary machine consumption Ph is set in consideration of a feedback margin, engine consumption (inertia, torque down), loss, and the like.

  Since the power balance establishment condition Pg (MG1 power generation amount) is input power to the battery 5, it is a negative value as viewed from the battery 5 side, as shown in FIG. If Pg satisfies the power balance establishment condition [| Win | ≧ | Pg + Ph |], the second motor generator MG2 can be used between Win and Wout (power output restriction) as shown in FIG. Thus, the torque of the second motor generator MG2 can be reduced.

  Of the parameters of the auxiliary machine consumption Ph, the feedback margin is a value that takes into account variations in the engine speed, etc., and is negative (minus) or positive (plus) depending on the conditions for matching the auxiliary machine consumption Ph. Can take a value. Of the parameters of auxiliary machine consumption Ph, the engine consumption and loss are positive (plus) values. The torque-down portion of the engine consumption is a parameter for reflecting the reduction amount because the power generation amount of the first motor generator MG1 decreases when the engine output becomes low by the control (output limitation) of the engine 1. , Is a positive value. The auxiliary machine consumption Ph can take a negative (minus) or positive (plus) value depending on whether the feedback margin is positive or negative (see FIG. 11). In addition, the auxiliary machine consumption Ph is set to a value (fixed value) empirically obtained in advance through experiments and calculations.

In step ST105, output control of the engine 1 (engine output restriction control) is performed using the engine required power Pe whose upper limit is guarded in step ST104 as a target output.

  As described above, according to the control of this example, the sum (| Pg + Ph |) of the power generation amount Pg of the first motor generator MG1 and the auxiliary machine consumption Ph is within the battery acceptance limit Win (| Win | ≧ | Pg + Ph). Since the upper limit of the output of the engine 1 is guarded so as to satisfy the condition |), even if the torque of the second motor generator MG2 is reduced during the downshift, the first motor generator MG1 and the second motor generator MG2 A power balance with motor generator MG2 can be established.

  Therefore, even when the engine is rotating at high speed, such as when a sequential shift is used, the torque reduction of the second motor generator MG2 can be performed by the engine output restriction control, and the rotation of the second motor generator MG2 is increased (the motor blows). ) Can be suppressed. As a result, the differential rotation between the second motor generator MG2 and the engagement target rotation speed (synchronous rotation speed of the target gear stage) when the friction engagement element is engaged can be reduced. The friction material of the friction engagement element (brake B2) of the automatic transmission 3 can be protected.

  Here, in the control of this example, when the engine output restriction is performed, the engine output (engine power Pe) is gradually changed at the start / end of the output restriction as shown in FIG. It is possible to suppress the occurrence of shock when the engine output changes.

  The engine output restriction starts when the driving state (vehicle speed, etc.) of the hybrid vehicle HV approaches the shift down line (shift line) shown in FIG. The power Pe) may be gradually changed (see FIG. 13). Similarly, the cancellation of the engine output restriction may be executed at the stage before the end of the shift (during the shift) while checking the progress of the shift (see FIG. 13).

-Engine control before starting downshift-
As described above, in the hybrid vehicle HV, it is necessary to reduce the torque of the second motor generator MG2 during the downshift. However, when the engine speed is high, such as when using a sequential shift, the first motor generator The protection control (engine overrun prevention control) by MG1 operates and torque reduction cannot be performed. In addition, the torque reduction of the second motor generator MG2 cannot be performed even when a long time is required to complete the shift, such as during a downshift at a high vehicle speed.

  For this reason, if the torque reduction cannot be performed during the downshift, it is impossible to restrict the blowing of the second motor generator MG2 that is the subject of the shift, and an engagement shock may occur. Moreover, there is a concern about an increase in the thermal load of the friction material of the friction engagement element.

  In consideration of such points, in this example, when the engine speed is high due to the use of a sequential shift or the like, the engine speed is reduced before the downshift (Hi → Lo shift) starts to protect the engine speed. It is characterized in that the downshift is started after the speed is reduced to a value at which the control does not operate.

  A specific example of the control will be described with reference to the flowchart of FIG. The control routine of FIG. 14 is repeatedly executed in the ECU 100 every predetermined time (for example, several msec).

  In step ST201, it is determined whether or not the current gear is “Hi” and a downshift is not being performed. If the determination result is affirmative, the process proceeds to step ST202. If the determination result in step ST201 is negative (if the current gear is “Lo” or a downshift is being performed), the process returns.

  In step ST202, it is determined whether or not the current vehicle speed V calculated from the output signal of the output shaft rotational speed sensor 204 is equal to or lower than a predetermined vehicle speed. Specifically, whether or not the current vehicle speed V is equal to or lower than a predetermined vehicle speed (for example, a predetermined vehicle speed = a vehicle speed on the downshift line + 5 km / h) before the downshift line (high speed side) of the shift map of FIG. If the determination result is affirmative, the process proceeds to step ST203. If the determination result in step ST202 is negative, the process returns.

  In step ST203, the rotational speed of the engine 1 is reduced. Examples of the method for reducing the engine speed include a method for reducing the target speed of the first motor generator MG1, or a method for reducing the target speed of the engine 1. For example, when the power is on (accelerator on) or the power is off (accelerator off), the target engine speed of the engine 1 is decreased to decrease the engine speed. Further, when the engine 1 is fuel cut with the power off (accelerator off), the target rotational speed of the first motor generator MG1 is reduced to lower the engine rotational speed.

  In step ST204, it is determined whether or not the engine speed read from the output signal of the engine speed sensor 201 is equal to or less than the reduction target value, and it is determined whether or not a downshift speed condition is satisfied. If it is equal to or less than the reduction target value (engine speed ≦ reduction target value) and the downshift condition is satisfied (if the determination result in step ST204 is affirmative), the process proceeds to step ST205 and downshifting is performed. Start shifting. On the other hand, if the determination result of step ST204 is negative, the process returns.

  Note that in the determination process of step ST204, the downshift condition is changed when the downshift line (Hi → Lo) of the shift map in FIG. It is determined that it has been established.

  Here, the reduction target value set for the engine speed in step ST204 will be described. First, in the hybrid vehicle HV, for example, as shown in FIG. 16, the allowable rotational speed of the engine 1 is determined to protect the engine 1 itself and to protect the pinion gear P21 and the first motor generator MG1, Since the engine speed is controlled (protective control) by the first motor generator MG1 so as not to exceed the upper limit value of the allowable rotational speed, the rotational speed at which the protection control (engine overrun prevention control) does not operate is taken into consideration. Set the reduction target value. The reduction target value is set to 1200 rpm, for example, when the battery 5 is in a state where power cannot be received. Further, the reduction target value may be set variably in consideration of the power acceptance state of the battery 5 as described above.

  As described above, according to the control of this example, the engine speed is decreased before the start of the downshift, and the engine speed is decreased to a speed at which the protection control by the first motor generator MG1 is not activated ( Since the downshift is performed after the engine speed becomes equal to or less than the reduction target value, the torque of the second motor generator MG2 can be reduced during the downshift. As a result, the shift shock can be suppressed, and the friction material of the friction engagement element (brake B2) can be protected.

In this example, since the protection control does not operate during the downshift, the downshift line (see FIG. 8) is increased to increase the vehicle speed during sports driving using a sequential shift.
o ”By increasing the travel range, it is possible to perform a downshift at a high vehicle speed and to prevent overheating of the second motor generator MG2.

-Engine control during downshift (2)-
As described above, in the hybrid vehicle HV, it is necessary to reduce the torque of the second motor generator MG2 during the downshift. However, when the engine speed is high, such as when using a sequential shift, the first motor generator The protection control (engine overrun prevention control) by MG1 operates and torque reduction cannot be performed. For this reason, if the torque reduction cannot be performed during the downshift, it is impossible to restrict the blowing of the second motor generator MG2 that is the subject of the shift, and an engagement shock may occur. Moreover, there is a concern about an increase in the thermal load of the friction material of the friction engagement element.

  There is no problem as long as the increase in engine speed can be suppressed. However, when the increase in engine speed is limited by torque limitation using an electronic throttle system, the responsiveness is poor (usually by performing an annealing process, etc.). Engine speed control is not in time. Further, it is conceivable to suppress an increase in the engine speed by the fuel cut of the engine 1, but in this case, it is necessary to maintain the engine speed in the first motor generator MG1, and an overdischarge or a rapid torque change is required. There is concern about the occurrence of shocks.

  In consideration of such points, in this example, during the downshift (Hi → Lo shift), the engine speed increase rate is controlled by engine-side control such as ignition timing retardation control and fuel injection amount reduction control. It is characterized in that the torque can be reduced by suppressing the second motor generator MG2.

  A specific example of the control will be described with reference to the flowchart of FIG. The control routine of FIG. 15 is repeatedly executed in the ECU 100 every predetermined time (for example, several msec).

  In step ST301, it is determined whether or not a downshift (Hi → Lo shift) is being performed. If the determination result is affirmative, the process proceeds to step ST302. When the determination result of step ST301 is negative (when not downshifting), the process returns.

  In step ST302, it is determined whether the engine speed read from the output signal of the engine speed sensor 201 is equal to or greater than a determination threshold value. If the determination result in step ST302 is affirmative (engine speed ≧ determination threshold), the process proceeds to step ST303. If the determination result in step ST302 is negative (engine speed <determination threshold), the process returns.

  Here, the determination threshold set for the engine speed is the upper limit speed of the engine 1 itself, the upper limit speed of the rotating body of the driving force transmission system (for example, the pinion gear P21 of the power distribution mechanism 2), and the first motor. This is determined in consideration of the upper limit rotational speed of generator MG1. Specifically, in the hybrid vehicle HV, for example, as shown in FIG. 16, the allowable rotational speed of the engine 1 is determined to protect the engine 1 itself and to protect the pinion gear P21 and the first motor generator MG1. The engine speed is controlled (protective control) by the first motor generator MG1 so that the upper limit value of the permissible speed is not exceeded, and a margin is expected for the upper limit value of the permissible speed. The value (allowable rotation speed upper limit value−margin) is set as a determination threshold value. Note that this determination threshold value may be set variably in consideration of the power acceptance state of the battery 5 as described above.

  In step ST303, the engine required power Pe is obtained by the same process as described above (the process of step ST103 in FIG. 10), and it is determined whether or not the engine required power Pe is large enough to increase the engine speed. . Specifically, it is determined whether the required engine power is large, the engine speed increases during the downshift, and reaches the upper limit of the permissible speed shown in FIG. 16 (per engine speed upper limit). If the determination result is affirmative, the process proceeds to step ST304. If the determination result in step ST303 is negative, the process returns.

  In step ST304, ignition timing retardation control of the engine 1 is performed to suppress the increase speed of the engine speed. By suppressing the speed of increase of the engine speed in this way, the protection control by the first motor generator MG1 is not activated during the downshift and the torque of the second motor generator MG2 can be reduced. As a result, the shift shock can be suppressed, and the friction material of the friction engagement element (brake B2) can be protected.

  In the control shown in FIG. 15, the speed of increase of the engine speed is suppressed by the ignition timing retardation control of the engine 1, but is not limited to this, or the fuel injection amount reduction control of the engine 1, or The increase speed of the engine speed may be suppressed by abolishing control of the torque limiting smoothing process in the electronic throttle control. Further, any two or all of the ignition timing retardation control of the engine 1, the fuel injection amount reduction control of the engine 1, and the torque restriction smoothing control in the electronic throttle control are performed. In combination, the increase speed of the engine speed may be suppressed.

-Other embodiments-
In the above example, an example in which the present invention is applied to control of a vehicle equipped with an automatic transmission with two forward shifts is shown, but the present invention is not limited to this, and other examples such as forward four shifts, etc. The present invention can also be applied to control of a vehicle equipped with a planetary gear type automatic transmission having an arbitrary speed.

  In the above example, the example in which the present invention is applied to the control of a vehicle equipped with a gasoline engine has been shown. However, the present invention is not limited to this, and the present invention is also applicable to the control of a vehicle equipped with another engine such as a diesel engine. Applicable. Furthermore, the present invention is not limited to an FR (front engine / rear drive) type vehicle, but can also be applied to control of an FF (front engine / front drive) type vehicle or a four-wheel drive vehicle.

  An example of the FF type hybrid vehicle is shown in FIG.

  The hybrid vehicle shown in FIG. 17 includes an engine 1, a first motor generator MG1, a second motor generator MG2, a power distribution mechanism 2, an automatic transmission 3, a gear mechanism 500, a differential gear 6, and driving wheels 7. Yes.

  In the hybrid vehicle of this example, the rotation shaft of the second motor generator MG2 is connected to the input shaft of the automatic transmission 3. The output shaft of the automatic transmission 3 is coupled to the ring gear shaft 21 of the power distribution mechanism 2, and the power from the second motor generator MG 2 is driven through the automatic transmission 3, the gear mechanism 500, and the differential gear 6. 7 to output to.

In the hybrid vehicle of this example, the power distribution mechanism 2 has the same structure as that shown in FIG. Further, the automatic transmission 3 has the same structure as that shown in FIG. 2, and the upshift from “Lo” to “Hi” is performed by the clutch-to-clutch shift control that releases the brake B2 and engages the brake B1 at the same time. A downshift from "Hi" to "Lo" is achieved by clutch-to-clutch shift control that is achieved and releases the brake B1 and simultaneously engages the brake B2.

  Also in the hybrid vehicle shown in FIG. 17, if the torque reduction cannot be performed during the downshift, the blow of the second motor generator MG2 that is the shift target cannot be restricted, and an engagement shock may occur. Even in the hybrid vehicle having such a configuration, the control of FIG. 10, FIG. 14 or FIG. 15 is executed to suppress the shift shock and to protect the friction material of the friction engagement element (brake B2) of the automatic transmission 3. Is possible.

DESCRIPTION OF SYMBOLS 1 Engine 2 Power distribution mechanism 21 Ring gear shaft S21 Sun gear R21 Ring gear P21 Pinion gear CA21 Carrier 3 Automatic transmission 300 Hydraulic control circuit B1, B2 Brake (friction engagement element)
4 Inverter 5 Battery (power storage device)
7 Drive Wheel 8 Shift Operation Device S Sequential Position MG1 First Motor Generator MG2 Second Motor Generator 100 ECU
201 Engine speed sensor 203 Input shaft speed sensor 204 Output shaft speed sensor 205 Accelerator opening sensor 206 Shift position sensor 207 Current sensor 208 Battery temperature sensor

Claims (8)

An engine, a differential unit that is provided between the engine and the drive wheel, and outputs at least part of the power from the engine to the drive wheel; and a first electric motor coupled to a rotating element of the differential unit , A second motor, a stepped automatic transmission provided between the second motor and the drive wheel, charging of generated power from the first to second motors, and the first to second motors In a vehicle control device comprising a power storage device capable of supplying power to
A vehicle control apparatus comprising: a rotation speed control means for reducing the engine rotation speed before starting a downshift of the automatic transmission. The vehicle control device according to claim 1,
A control device for a vehicle, characterized in that the start of the engine speed reduction control is determined based on a vehicle speed. The vehicle control device according to claim 1 or 2,
A vehicle control apparatus that shifts the automatic transmission on condition that the engine speed is equal to or less than a reduction target value. The vehicle control device according to claim 3,
The control apparatus for a vehicle, wherein the reduction target value is variably set in consideration of a power acceptance state of the power storage device. An engine, a differential unit that is provided between the engine and the drive wheel, and outputs at least part of the power from the engine to the drive wheel; and a first electric motor coupled to a rotating element of the differential unit , A second motor, a stepped automatic transmission provided between the second motor and the drive wheel, charging of generated power from the first to second motors, and the first to second motors In a vehicle control device comprising a power storage device capable of supplying power to
A vehicle control apparatus comprising engine control means for suppressing the engine speed increase speed during downshift of the automatic transmission by control on the engine side. The vehicle control device according to claim 5, wherein
A control apparatus for a vehicle, which executes control for suppressing an increase speed of the engine speed on condition that the engine speed is equal to or greater than a determination threshold value. The vehicle control device according to claim 5 or 6,
A control apparatus for a vehicle, which executes control for suppressing an increase speed of the engine speed in consideration of an engine output demand. In the control apparatus of the vehicle as described in any one of Claims 5-7,
The engine speed is controlled by combining any one or a plurality of controls among the ignition timing retard control of the engine, the fuel injection amount reduction control of the engine, or the abolition control of the smoothing process of the engine control. A control apparatus for a vehicle, characterized by suppressing a rising speed.

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