JP2010179861A - Control device of hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a hybrid car for avoiding reduction in driving force or a shock during gear shifting. <P>SOLUTION: An FR hybrid car is configured by connecting an output shaft from an engine ENG through a power distribution mechanism T/S to a first motor/generator MG1 and driving wheels LT and RT, and connecting the output shaft of a second motor/generator MG2 through a transmission T/M to the driving wheels LT and RT, to change and control the gear ratio of the transmission T/M when a gear-shift instruction is issued. The FR hybrid car is provided with a third motor/generator MG3 connected to the driving wheels LT and RT on a side closer to the driving wheel LT and RT than the transmission T/M. The transmission control means is provided with: a gear-shift prediction part for predicting that the transmission T/M performs gear shifting; and a driving force compensation part for, when the gear shifting is predicted by the gear-shift prediction part, preliminarily decreasing the driving force to be output by the second motor/generator MG2 before the start of gear-shifting, and for compensating for the decrease in the driving force with the driving force of the third motor/generator MG3. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention includes a drive system in which an output shaft from an engine is connected to a first motor and drive wheels via a power distribution mechanism, and an output shaft of the second motor is connected to drive wheels via a transmission. The present invention relates to a control device for a hybrid vehicle.

  2. Description of the Related Art Conventionally, in a hybrid vehicle in which an output shaft of an engine is connected to a first motor / generator and drive wheels via a power distribution mechanism, and a second motor / generator is connected to the drive wheels, the second motor / generator It is disclosed that this driving force is transmitted to driving wheels via a transmission having two to three gear positions (see, for example, FIG. 6 of Patent Document 1).

Japanese Patent Laid-Open No. 2003-127681

  However, in the conventional hybrid vehicle control device, when shifting is performed by a two- to three-speed transmission, the driving force of the second motor / generator is applied to the driving wheel during the shift at which the shift stage shifts. There is a problem that a shock may occur due to a drop in the driving force that reduces the driving force.

  In particular, the second motor / generator is used to release the engaged transmission element and synchronize with the rotation speed after the transmission during a shift in which the shift stage is shifted by switching of a transmission element (such as a dog clutch or a friction clutch). The input rotational speed of the transmission is controlled by, and after the rotational speed is synchronized, the opened transmission element is fastened. For this reason, during shifting, the driving force of the second motor / generator whose rotational speed is controlled cannot be transmitted to the driving wheels.

  The present invention has been made paying attention to the above-described problem, and is a hybrid vehicle capable of improving the driving performance of the vehicle by avoiding a decrease in driving force and a shock during a shift when traveling with a shift. An object is to provide a control device.

In order to achieve the above object, in the hybrid vehicle control apparatus of the present invention, the output shaft from the engine is connected to the first motor and the drive wheels via the power distribution mechanism, and the output shaft of the second motor is the transmission. To the drive wheel.
Shift control means for changing and controlling the speed ratio of the transmission at the time of a shift command is provided.
In this hybrid vehicle control device,
A third motor connected to the drive wheel is provided on the drive wheel side of the transmission.
The shift control means includes a shift prediction unit that predicts that a shift is performed by the transmission based on at least a vehicle speed, and the shift prediction unit predicts the shift before the shift is started when the shift prediction unit predicts a shift. And a driving force compensator that reduces the driving force output by the second motor and bears the driving force reduction by at least one of the driving force of the engine and the third motor.

Therefore, in the hybrid vehicle control device of the present invention, when the shift prediction unit predicts that a shift will be performed by the transmission based on at least the vehicle speed, the drive force compensation unit starts the shift. The driving force output from the second motor is reduced in advance before driving, and driving force compensation is performed in which the driving force reduction is borne by at least one of the driving force of the engine and the third motor.
That is, since the driving force borne by the second motor before the start of shifting is reduced in advance, even if the driving force of the second motor is not transmitted to the driving wheels during shifting, the driving force is reduced. Can be kept small. In addition, the driving force compensation for compensating for the decrease in the driving force of the second motor by at least one of the engine and the third motor is a response delay time from when the command is output until the compensated driving force is transmitted to the driving wheels. have. On the other hand, by starting the driving force compensation before the start of the shift, a delay in the driving force compensation after the start of the shift is suppressed, and a drop in the driving force that causes a shock during the shift is surely avoided.
As a result, the driving performance of the vehicle can be improved by avoiding a decrease in driving force or occurrence of shock during the shifting operation when traveling.

1 is an overall system diagram illustrating an FR hybrid vehicle (an example of a hybrid vehicle) to which a control device according to a first embodiment is applied. FIG. 6 is a collinear diagram showing a rotational speed relationship among a first motor / generator rotational speed, an engine rotational speed, and an output rotational speed by the power split mechanism of the FR hybrid vehicle of the first embodiment. The rotational speed relationship between the low speed stage and the high speed stage by the transmission of the FR hybrid vehicle of the first embodiment is shown, (a) shows a nomogram at the low speed stage, and (b) shows a nomograph at the high speed stage. Show. 4 is a flowchart illustrating a flow of a shift control process executed by the integrated controller according to the first embodiment. It is a figure which shows the shift map for demonstrating the operating point information used by the shift control process performed with the integrated controller of Example 1. FIG. FIG. 6 is a graph showing a normal driving force, a driving force during shifting (no compensation), and a driving force during shifting (with compensation) for explaining driving force compensation during shifting in the shift control according to the first embodiment.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing an FR hybrid vehicle (an example of a hybrid vehicle) to which the control device of the first embodiment is applied. Hereinafter, the system configuration of the FR hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine ENG, an engine output shaft ES, a first motor / generator MG1 (first motor), and a first motor output shaft MS1. , Power split mechanism T / S, propeller shaft PS, second motor / generator MG2 (second motor), second motor output shaft MS2, transmission T / M, and second output gears G1, G2 A third motor / generator MG3 (third motor), a third motor output shaft MS3, third output gears G3 and G4, a differential mechanism DF, a left drive shaft LS, and a right drive shaft RS The left drive wheel LT and the right drive wheel RT are provided.

  That is, the engine output shaft ES from the engine ENG is connected to the first motor / generator MG1 and the left and right drive wheels LT, RT via the power distribution mechanism T / S, and the second motor output shaft MS2 of the second motor / generator MG2. Is connected to the left and right drive wheels LT, RT via a transmission T / M. A third motor / generator MG3 connected to the left and right drive wheels LT, RT is provided on the left and right drive wheels LT, RT side of the transmission T / M.

  The engine ENG is a gasoline engine or a diesel engine, and a throttle engine 2 inputs a target engine torque command from an engine controller 1 described later, and controls the valve opening of the throttle valve.

  Each of the first motor / generator MG1, the second motor / generator MG2, and the third motor / generator MG3 has a permanent magnet embedded in the rotor, a stator coil wound around the stator, and has a drive function and a power generation function. It is a synchronous motor. And at the time of a drive, based on the control command from the motor controller 3 mentioned later, the drive control is carried out independently by applying the three-phase alternating current produced by the inverter 4 to a stator coil. During power generation, power generation is controlled independently such that the three-phase alternating current in the stator coil is converted into single-phase direct current by the inverter 4 and the battery 5 is charged.

The power split mechanism T / S is composed of a single pinion type planetary gear, a first motor output shaft MS1 is connected to the first sun gear S1, an engine output shaft ES is connected to the first carrier C1, and the first ring Propeller shaft PS is connected to gear R1.
Due to the above connection relationship, the first motor / generator MG1 (first sun gear S1), the engine ENG (first carrier C1), and the propeller shaft PS (first ring gear R1) from the left in the collinear diagram shown in FIG. It is possible to introduce a rigid lever model that is arranged in order and can simply express the operation of a single pinion type planetary gear.
Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear. A nomograph based on the number of rotations (rotation speed) of each rotation element, each rotation element on the horizontal axis, and the interval between each rotation element based on the gear ratio (= ρ1) of the first sun gear S1 and the first ring gear R1 They are arranged so as to have a lever ratio.

The transmission T / M is constituted by a combination of a single pinion planetary gear and two friction elements, a second motor output shaft MS2 is connected to the second sun gear S2, and a first output gear G1 is connected to the second carrier C2. , Propeller shaft PS is connected via G2. A low brake L / B is interposed between the second ring gear R2 and the transmission case, and a high clutch H / C is interposed between the second sun gear S2 and the second ring gear R2. The low brake L / B and the high clutch H / C are controlled to be engaged / disengaged by the hydraulic pressure from the hydraulic control device 7 that generates the engagement pressure and the release pressure in accordance with a hydraulic pressure command from the transmission controller 6 described later.
Due to the above connection relationship, the second motor / generator MG2 (second sun gear S2), the first output gear G1 (second carrier C2), and the second ring gear R2 are arranged in this order from the left on the alignment chart shown in FIG. Is done. As shown in FIG. 3 (a), the low speed stage is achieved by engaging the low brake L / B and releasing the high clutch H / C. The high speed stage (= directly connected stage) is shown in FIG. As shown in b), this is achieved by releasing the low brake L / B and engaging the high clutch H / C.
Shift control reduces the rotation speed of the second motor / generator MG2 when upshifting from the low speed stage to the high speed stage while keeping the rotation speed (= VSP) of the first output gear G1 constant. Conversely, when downshifting from the high speed stage to the low speed stage, the rotational speed of the second motor / generator MG2 is increased and decreased. Therefore, the second motor / generator MG2 performs torque control in the region before and after the shift, but during the shift in which the friction element is opened and in the neutral state, the rotation speed control is performed in order to synchronize with the input rotation speed after the shift. Done.

  The third output gears G3 and G4 have a third output gear G3 connected to the third motor output shaft MS3 of the third motor / generator MG3 and a third output gear G4 connected to the propeller shaft PS. That is, the propeller shaft PS is configured to transmit the driving force of the engine ENG, the first motor / generator MG1, the second motor / generator MG2, and the third motor / generator MG3. The driving force input to the propeller shaft PS is transmitted to the left driving wheel LT via the differential mechanism DF and the left driving shaft LS, and to the right driving wheel RT via the differential mechanism DF and the right driving shaft RS. Communicated.

  As shown in FIG. 1, the control system of the FR hybrid vehicle of the first embodiment includes an engine controller 1, a throttle actuator 2, a motor controller 3, an inverter 4, a battery 5, a transmission controller 6, and a hydraulic control device. 7 and an integrated controller 8.

  The engine controller 1 outputs a command for controlling the engine operating point (Ne, Te) to the throttle actuator 2 in accordance with the target engine torque command from the integrated controller 8.

  The motor controller 3 responds to the target motor / generator torque command from the integrated controller 8 and the motor operating point (N1, T1) of the first motor / generator MG1 and the motor operating point (N2, T2) of the second motor / generator MG2. A command (device control signal) for independently controlling T2) and the motor operating point (N3, T3) of the third motor / generator MG3 is output to the inverter 4. The motor controller 3 outputs information on the battery SOC indicating the state of charge of the battery 5 to the integrated controller 8.

  The shift controller 6 outputs a hydraulic pressure command for generating a control hydraulic pressure to the low brake L / B and the high clutch H / C to the hydraulic pressure control device 7 in response to a shift command from the integrated controller 8.

  The integrated controller 8 includes an accelerator opening APO from the accelerator opening sensor 9, a vehicle speed VSP from the vehicle speed sensor 10, an engine speed Ne from the engine speed sensor 11, and a first motor speed sensor 12. Information such as the first motor rotation speed N1, the second motor rotation speed N2 from the second motor rotation speed sensor 13, and the third motor rotation speed N3 from the third motor rotation speed sensor 14 is input, and a predetermined calculation is performed. Process. Then, a control command is output to the engine controller 1, the motor controller 3, and the speed change controller 6 according to the calculation processing result. The engine controller 1, the motor controller 3, the speed change controller 6, and the integrated controller 8 are connected by a CAN communication line 15 that is a bidirectional communication line, and exchange data.

  FIG. 4 is a flowchart showing the flow of the shift control process executed by the integrated controller 8 of the first embodiment (shift control means). Hereinafter, each step of FIG. 4 will be described.

  In step S1, the vehicle speed sensor 10 measures the vehicle speed VSP, stores this, and proceeds to step S2.

  In step S2, following the vehicle speed reading in step S1, for example, the required driving force of the vehicle is calculated from the vehicle speed VSP and the accelerator opening APO, and this is stored, and the process proceeds to step S3.

In step S3, following the calculation of the required driving force in step S2, the operating point a determined by the vehicle speed VSP and the required driving force and the operating point change rate Δa are calculated, and further, the speed is changed from the operating point a in the operating point change rate direction. The distance b to the line is calculated, and the process proceeds to step S4.
Here, the operating point a, the operating point change rate Δa, and the distance b are, for example, as shown in the shift map of FIG. 5, and the operating point a shifts from the low speed to the high speed (upshift shift line). ) Is issued, a shift command is issued, the low brake L / B is released, and the upshift control for engaging the high clutch H / C is started.

In step S4, following the calculation of the operating point information in step S3, the shift possibility magnitude c is calculated based on the operating point information, and the process proceeds to step S5.
Here, the magnitude c of the speed change possibility is obtained by, for example, the equation c = a / b.

  In step S5, following the calculation of the shift possibility magnitude in step S4, it is determined whether or not the shift possibility magnitude c is smaller than the shift possibility threshold C. If Yes (c <C), Proceed to step S6, and if No (c ≧ C), proceed to step S10.

In step S6, following the determination that c <C in step S5, the torque sharing amount d from the second motor / generator MG2 to the third motor / generator MG3 is determined according to the magnitude c of the shift possibility. Proceed to S7.
Here, the torque sharing amount d is
d = D / c (D is a constant)
As the value of the torque sharing amount d is larger, the torque sharing amount of the second motor / generator MG2 is reduced, and the torque sharing amount that the third motor / generator MG3 is responsible for is correspondingly increased.

  In step S7, following the determination of the torque sharing amount d in step S6, the torque load is changed from the second motor / generator MG2 to the third motor / generator MG3 in accordance with the torque sharing amount d, and the process proceeds to step S8.

  In step S8, following the transition of the torque load in step S7, a shift command is output to the shift controller 6. The shift controller 6 starts shift control from the time when the shift command is input, and proceeds to step S9.

  In step S9, following the shift control in step S8, information indicating that the shift is in progress and the completion of the shift is input from the shift controller 6, and it is determined whether or not the shift control has been completed based on the input information. In the case of (determination), the process proceeds to step S10, and in the case of No (determination before shifting or during shifting), the process proceeds to return.

In step S10, following the shift completion determination in step S9 or the determination that c ≧ C in step S5, the torque burden on the second motor / generator MG2 and the third motor / generator MG3 does not change. Proceed to return (normal torque control).
Note that steps S1 to S5 in FIG. 4 correspond to a shift prediction unit, and steps S6 to S10 in FIG. 4 correspond to a driving force compensation unit.

Next, the operation will be described.
The operation of the hybrid vehicle control apparatus according to the first embodiment will be described by dividing it into “driving force compensation operation during shifting” and “torque load transition operation according to the magnitude of shifting possibility”.

[Driving force compensation during shifting]
For example, when there is no possibility of shifting in the case of flat road constant speed driving with the vehicle speed VSP kept substantially constant, in the flowchart of FIG. 4, step S1, step S2, step S3, step S4, step S5, step S10, return In step S10, traveling is maintained by normal torque control without changing the torque load of the second motor / generator MG2.

  Thereafter, even if the vehicle enters a downward slope and the required driving force is slightly reduced, the vehicle speed VSP gradually increases. For example, when the operating point a moves toward the shift line as shown in FIG. In the flowchart of FIG. 4, the process proceeds from step S1, step S2, step S3, step S4, and step S5. When it is determined in step S5 that the shift possibility magnitude c is less than the shift possibility threshold, the flow from step S5 to step S6 → step S7 → step S8 → step S9 → return is repeated. If it is determined in step S9 that the shift control is complete, the process proceeds from step S10 to return.

  That is, if it is predicted in step S5 that a shift is to be performed by transmission T / M, in step S6 and step S7, the torque (drive) output in advance by second motor / generator MG2 before the shift is started. The driving force compensation is performed in which the torque reduction is borne by the torque (driving force) of the third motor / generator MG3.

  Accordingly, since the torque (driving force) borne by the second motor / generator MG2 before the start of shifting is reduced in advance, the torque (driving force) of the second motor / generator MG2 is shifted to the left and right driving wheels during shifting. Even if it is not transmitted to LT and RT, the decrease in driving force can be kept small.

  In addition, the driving force compensation for compensating for the torque reduction of the second motor / generator MG2 by the third motor / generator MG3 is from when the command is output until the compensated driving force is transmitted to the left and right drive wheels LT, RT. Has a response delay time. On the other hand, by starting the driving force compensation before the start of the shift, a delay in the driving force compensation after the start of the shift is suppressed, and a drop in the driving force that causes a shock during the shift is surely avoided. As a result, the driving force compensation efficiency is improved, and the driving performance of the vehicle is improved.

  As shown in FIG. 6, the image of the driving force compensation is that the normal driving force is generated by combining the engine torque and the second motor / generator torque, while the second during the shift from the start of the shift to the completion of the shift. In order to perform motor rotation control that synchronizes the rotation speed of the motor / generator MG2 with the rotation speed on the propeller shaft PS side, when the output torque of MG2 cannot be output to the axle, the driving force during shifting is only the driving force due to the engine torque, The driving force is greatly reduced with respect to the normal driving force combining the engine torque and the second motor / generator torque. However, the second motor / generator torque is compensated by sharing it with the third motor / generator torque (or engine torque + second motor / generator torque), so that the driving force during shifting can be reduced between the engine torque and the second motor. / Equal to the normal driving force combined with the generator torque.

[Torque load transition action according to the possibility of shifting]
In the first embodiment, if it is determined in step S5 that the shift possibility is high due to the shift possibility magnitude c, the process proceeds from step S5 to step S6 to step S7. In step S6, the shift possibility magnitude c is determined. Thus, the torque sharing amount d of the third motor / generator MG3 can be determined from the second motor / generator MG2, and in step S7, the torque burden is transferred from the second motor / generator MG2 to the third motor / generator according to the torque sharing amount d. Transition to MG3.

  As described above, control for shifting the torque load of the second motor / generator MG2 to the third motor / generator MG3 is started before the shift at which it is determined that the shift possibility is high. There is a case where a transition of useless torque burden occurs, which affects fuel efficiency and vehicle drivability.

  On the other hand, in the first embodiment, the magnitude of the torque load to be changed is changed in accordance with the high possibility of shifting, so that the efficiency of changing the torque load can be improved and stable running can be realized. Improve driving performance and fuel efficiency.

  In other words, in a state where the possibility of shifting is low, the amount of torque reduction that is borne by the second motor / generator MG2 that is reduced before shifting is also kept small. Can be reduced. On the other hand, when the shift possibility is high, the amount of torque reduced by the second motor / generator MG2 that is reduced before the shift increases, so the torque of the second motor / generator MG2 increases during the shift. Even if it is not transmitted to the driving wheels LT, RT, the amount of decrease in the driving force is further suppressed, and the shock can be reduced.

Next, the effect will be described.
In the control device for the FR hybrid vehicle of the first embodiment, the effects listed below can be obtained.

(1) The output shaft (engine output shaft ES) from the engine ENG is connected to the first motor (first motor / generator MG1) and the drive wheels LT, RT via the power distribution mechanism T / S, and the second motor The output shaft (second motor output shaft MS2) of the (second motor / generator MG2) is connected to the drive wheels LT and RT via the transmission T / M, and the gear ratio of the transmission T / M is given when a shift command is issued. In a control device for a hybrid vehicle (FR hybrid vehicle) provided with a shift control means for changing the control of the vehicle, the drive wheels LT, RT are connected to the drive wheels LT, RT on the drive wheels LT, RT side with respect to the transmission T / M. 3 (a third motor / generator MG3), and the shift control means (FIG. 4) predicts that a shift is performed by the transmission T / M based on at least the vehicle speed VSP. Steps S1 to S5) and when the shift prediction unit predicts a shift, the shift is opened. A driving force compensator (step for reducing the driving force output from the second motor in advance before the operation is performed, and bearing at least one of the driving force of the engine ENG and the third motor) S6 to step S10).
For this reason, at the time of traveling accompanied with a shift, it is possible to improve the driving performance of the vehicle by avoiding a decrease in driving force and a shock during the shift.

(2) The shift prediction unit (steps S1 to S5) determines the magnitude of the possibility of shifting based on the vehicle speed VSP and the required driving force, and the driving force compensator (steps S6 to S10). Increases the amount of decrease in the driving force of the second motor (second motor / generator MG2) to be reduced in advance before shifting as the magnitude of the shift possibility increases. And at least one driving force of the third motor (third motor / generator MG3).
For this reason, it is possible to improve the efficiency of changing the torque load, realize stable running, and improve the driving performance and fuel consumption of the vehicle.

(3) The shift prediction unit (steps S1 to S5) includes an operating point a based on the vehicle speed VSP and the required driving force, an operating point change rate Δa at which the operating point a changes per unit time, and a change in the operating point a. A distance b from the operating point a to the shift line is calculated along the direction (step S3), and a shift possibility magnitude c is calculated based on the operating point information (step S4). Presence / absence of speed change is predicted by comparing the magnitude c of the speed with a preset speed change possibility threshold C (step S5).
Therefore, in predicting the shift, the position of the operating point a, the operating point change rate Δa that is the moving speed of the operating point a, and the distance b from the operating point a to the shift line in the moving direction of the operating point a are considered. Thus, misprediction of shift prediction, too early or too late, and the like can be prevented, and shift prediction can be performed with high accuracy.

(4) When the driving force compensator (steps S6 to S10) determines that there is a possibility of shifting by the shift prediction unit (steps S1 to S5) (YES in step S5), Torque so as to bear the torque decrease of the second motor (second motor / generator MG2) set according to the magnitude by the torque increase of the third motor (third motor / generator MG3). Decide the amount to allocate.
For this reason, the transition of the torque load is made between the second motor (second motor / generator MG2) and the third motor (third motor / generator MG3) having the same control response without using the engine ENG together. By making the transition at, it is possible to perform driving force compensation control that maintains a constant driving force with high accuracy before shifting.

(5) The driving force compensator (steps S6 to S10) is determined by the shift prediction unit (steps S1 to S5) to determine that there is a possibility of shifting (YES in step S9). Then, control is performed to shift the torque load of the second motor (second motor / generator MG2) to the third motor (third motor / generator MG3).
Therefore, by setting the driving force compensation control period from before the shift control to the completion of the shift control, when the shift force is completed, the driving force can be transmitted from the second motor (second motor / generator MG2). The driving force control matched to the subsequent required driving force can be started with good response.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In the first embodiment, as an example of the shift prediction unit, the ratio of the operating point a and the distance b from the operating point a to the shift line is calculated as the shift possibility magnitude c. However, an example in which the time required until the operating point a crosses the shift line may be predicted. In addition, the operating point a is a point determined by the vehicle speed and the required power, but may be a point determined by the vehicle speed and the accelerator opening.

  In the first embodiment, the driving force compensator is shown as an example in which the torque decrease of the second motor / generator MG2 is borne by the torque increase of the third motor / generator MG3. However, the torque reduction of the second motor / generator MG2 may be borne by the torque increase of the engine ENG and the third motor / generator MG3. Further, the area is divided during the shift until the shift is started, and the load of the torque reduction of the second motor / generator MG2 is set to a different load mode in the shift start area and the shift in-progress area. May be.

  In the first embodiment, an example of a transmission that achieves a second speed by a combination of a planetary gear and a friction element is shown as a transmission. However, a transmission using a combination of a parallel twin-shaft meshing gear and a dog clutch, a stepped transmission having two or more speeds, a continuously variable transmission that obtains a continuously variable gear ratio, and the like may be used.

  In the first embodiment, the application example to the FR hybrid vehicle is shown, but the present invention can also be applied to the FF hybrid vehicle or the FR-based or FF-based 4WD hybrid vehicle.

ENG engine
ES engine output shaft
MG1 First motor / generator (first motor)
MS1 1st motor output shaft
T / S power split mechanism
PS propeller shaft
MG2 Second motor / generator (second motor)
MS2 2nd motor output shaft
T / M transmission
G1, G2 2nd output gear
MG3 Third motor / generator (third motor)
MS3 3rd motor output shaft
G3, G4 3rd output gear
DF differential mechanism
LS Left drive shaft
RS Right drive shaft
LT Left drive wheel
RT Right drive wheel 1 Engine controller 2 Throttle actuator 3 Motor controller 4 Inverter 5 Battery 6 Shift controller 7 Hydraulic controller 8 Integrated controller
VSP vehicle speed
APO Accelerator opening a Operating point Δa Operating point change rate b Distance c Speed change possibility level C Speed change possibility threshold

Claims (5)

An output shaft from the engine is connected to the first motor and the drive wheels via a power distribution mechanism, and an output shaft of the second motor is connected to the drive wheels via a transmission,
In a hybrid vehicle control device comprising shift control means for changing and controlling the transmission gear ratio at the time of a shift command,
A third motor connected to the drive wheel on the drive wheel side of the transmission;
The shift control means includes a shift prediction unit that predicts that a shift is performed by the transmission based on at least a vehicle speed, and the shift prediction unit predicts the shift before the shift is started when the shift prediction unit predicts a shift. And a driving force compensator that reduces the driving force output by the second motor and bears the driving force reduction by at least one of the driving force of the engine and the third motor. Vehicle control device. In the hybrid vehicle control device according to claim 1,
The shift prediction unit determines the magnitude of the possibility of shifting based on the vehicle speed and the required driving force,
The driving force compensator increases the amount of reduction in the driving force of the second motor that is reduced in advance before shifting as the magnitude of the shift possibility increases, and the amount of reduction in the driving force is increased between the engine and the third. A control apparatus for a hybrid vehicle, wherein the driving force is borne by at least one of the motors. In the hybrid vehicle control device according to claim 2,
The shift prediction unit calculates an operating point based on the vehicle speed and the required driving force, an operating point change rate at which the operating point changes per unit time, and a distance from the operating point to the shift line along the changing direction of the operating point. And calculating the possibility of shift based on the operating point information, and predicting the presence or absence of the shift possibility by comparing the magnitude of the shift possibility and a preset shift possibility threshold. A control device for a hybrid vehicle. In the hybrid vehicle control device according to claim 3,
When it is determined by the shift prediction unit that there is a possibility of shifting, the driving force compensator calculates a torque reduction amount of the second motor set according to the magnitude of the shift possibility. A control device for a hybrid vehicle, wherein a torque distribution amount is determined so as to bear the torque increase. In the hybrid vehicle control device according to claim 4,
The driving force compensator executes control for changing the torque load of the second motor to the third motor until the shift control is completed after the shift predicting unit determines that there is a possibility of shift. A hybrid vehicle control device.

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