JP2011199959A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller for suppressing deterioration in drivability, when a braking-on operation is executed during a regenerative coast gear shift period.SOLUTION: The device (100) controls a vehicle (1) including a rotating electric machine (MG2) which can input/output torque between it itself and an input shaft (600), and a transmission (400), which includes at least one engaging constituent between the input shaft and an output shaft (700) coupled to an axle; and transmits torque between the input and output shafts and can change a gear shift ratio as a ratio between the rotating speed of the input shaft and the rotating speed of the output shaft, depending on the engaging state of the engaging constituent. The device includes a detecting means capable of detecting a braking operation; and a regenerative control means for suppressing an increase in regenerative torque of the rotating electric machine during a coast regenerative gear shifting period, when a braking-on operation as the braking operation is detected during the coast regenerative gear shifting period in which the transmission is shifted down in the coast regeneration of the vehicle.

Description

  The present invention relates to a technical field of a vehicle control device that controls a vehicle including a transmission between a rotating electric machine that can function as a power source and an axle.

  As this type of device, a device that suppresses fluctuations in the output shaft torque during coast downshifting has been proposed (see, for example, Patent Document 1). According to the control device for a vehicle drive device disclosed in Patent Document 1, it is said that the fluctuation of the output shaft torque can be suppressed by reducing the regenerative torque of the motor in the inertia phase during the coast downshift. .

  An apparatus has also been proposed that increases the sweep rate of the torque capacity of the engagement side element of the transmission when there is a regenerative braking request during the inertia phase in coast down shift (see, for example, Patent Document 2).

  There has also been proposed an apparatus that prevents the coast down shift from proceeding when the driver's intention to decelerate is determined during the coast down shift (see, for example, Patent Document 3).

JP 2008-207690 A JP 2009-061988 JP 2007-278445 A

  In a coast deceleration period in which inertial deceleration is performed with the accelerator pedal fully closed or similar operation, power regeneration by regenerative torque of the rotating electrical machine, so-called coast regeneration, can be performed. This coast regeneration can be performed with or without the driver's braking operation (in short, the operation of the brake pedal), but if the braking operation is treated as reflecting the driver's positive braking intention, Generally, the regenerative torque of the rotating electrical machine is different between when the brake is turned on when there is a braking operation and when the brake is turned off when there is no braking operation.

  More specifically, the regenerative torque when the brake is on is generally set to be larger than the regenerative torque when the brake is off because it is necessary to apply a larger braking force than when the brake is off. Since the regenerative torque is a negative torque, “large” means “small” as an absolute torque value considering the sign of positive and negative.

  Therefore, in the coast regeneration period as a period during which coast regeneration is executed, the brake on operation (the operation for prompting the transition of the braking state from the brake off state to the brake on state is performed. If this occurs, the regenerative torque will increase.

  By the way, during the coast regeneration period, switching of the gear ratio to the side of increasing the rotational speed of the input shaft, that is, so-called downshift may occur in accordance with the deceleration state of the vehicle, preferably according to the decrease in the vehicle speed. At this time, before and after switching of the gear ratio (hereinafter referred to as “shift” as appropriate), the rotational speed of the input shaft (uniquely the rotational speed of the rotating electrical machine) is determined from the synchronous rotational speed corresponding to the gear ratio before the gear shift. It changes to the synchronous rotational speed corresponding to the gear ratio after the shift.

  On the other hand, since the above-described brake-on operation is an artificial action by the driver, it can occur regardless of the progress of the downshift even in the coast regenerative shift period as a period in which the downshift occurs during the coast regeneration period. When a brake-on operation occurs during the coast regenerative shift period, the torque of the output shaft decreases due to the increase of the regenerative torque that gives the torque on the input side of the transmission (that is, the absolute value increases on the negative torque side). .

  On the other hand, when the regenerative torque increases in this manner, the inertia of the input inertia system of the transmission including the rotating electrical machine increases, so that the rotational speed of the rotating electrical machine changes to a synchronous rotational speed corresponding to the gear ratio after the shift. The load of increases. As a result, the time required for the rotational speed of the rotating electrical machine, that is, the rotational speed of the input shaft of the transmission, to reach the synchronous rotational speed corresponding to the speed ratio after the shift becomes long, and the shift period may be lengthened. The lengthening of the speed change period promotes the wear of various friction materials constituting the speed change device, and can induce unnecessary driving operation of the driver. For this reason, in practical operation, it may be necessary to relatively increase the engagement hydraulic pressure of various engagement devices constituting the transmission and shorten the shift time with respect to the brake-on operation during the coast regenerative shift period. .

  However, when the increase in the regenerative torque and the increase in the engagement hydraulic pressure interfere with each other in this way, there is a high possibility that torque fluctuations that can be perceived by the driver transiently occur on the output shaft of the transmission. Such torque fluctuation is a factor that reduces drivability.

  Here, in particular, in the device disclosed in Patent Document 1 described above, no consideration is given to whether the brake-on operation during the coast regenerative shift period can lead to an increase in the shift time, or the torque fluctuation of the output shaft. Therefore, it is difficult to suppress a decrease in drivability due to this type of output shaft torque fluctuation. That is, the apparatus disclosed in Patent Document 1 has a technical problem that drivability may be reduced when a brake-on operation occurs during a coast regenerative shift period.

  Further, as disclosed in Patent Document 2, when the sweep rate of the torque capacity of the engagement side element is increased, the torque fluctuation of the output shaft is avoided even if the shift time can be shortened as described above. It is hard to be done.

  In addition, shifting is originally a measure taken to operate the power source of the vehicle in a desired operation region, and therefore coast down shifting is prohibited for brake-on operation as disclosed in Patent Document 3. As a result, the efficient operation of the power source is hindered, and other problems such as deterioration of fuel consumption become obvious. That is, it is clear that the above technical problems are not solved even in consideration of the disclosure contents of Patent Documents 2 and 3.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a vehicle control device capable of suppressing a decrease in drivability when a brake-on operation is performed during a regenerative coast shift period. .

  In order to solve the above-described problem, a vehicle control apparatus according to the present invention includes a rotating electrical machine capable of inputting and outputting torque between an input shaft and an output shaft connected to the input shaft and the axle. A plurality of engagement devices are installed, and torque is transmitted between the input shaft and the output shaft, and the rotation speed of the input shaft is determined according to the engagement state of each of the plurality of engagement devices. An apparatus for controlling a vehicle comprising a transmission capable of changing a transmission gear ratio relative to the rotational speed of the output shaft, the detection means capable of detecting a brake-on operation, and coast regeneration of the vehicle Regenerative control means for suppressing an increase in regenerative torque of the rotating electrical machine during the coast regenerative shift period when the brake-on operation is detected during a coast regenerative shift period where the downshift of the transmission is sometimes performed. And wherein the Rukoto.

  A rotating electrical machine according to the present invention is a device that can take a practical aspect such as a motor generator, for example, and uses an electric power (that is, discharge power) supplied from a power supply source such as a power storage means or a generator. Is a device that enables torque output to the torque input and torque input via the input shaft. In view of the point that the input shaft is connected to the output shaft via a transmission, which will be described later, and the point that the output shaft is connected to the axle, the former means supply of driving torque to the axle, and the latter means power. It means regeneration (power generation).

  A transmission according to the present invention is installed on a torque transmission path between an input shaft and an output shaft, and includes a plurality of engagement devices (for example, a hydraulic engagement wet multi-plate type clutch mechanism and a brake mechanism). For example, it is a device that can take practical aspects such as various ECTs (Electronic Controlled Transmission). The transmission can change the gear ratio in multiple steps or continuously according to the engagement state of each of the plurality of pairs of engagement devices.

  As long as the vehicle according to the present invention includes the above-described rotating electric machine and the transmission, there are various practical aspects that can be adopted. For example, the vehicle according to the present invention may be a so-called EV (Electric Vehicle) including only the motor generator as the rotating electrical machine as a power source as the power source, or may be other than the rotating electrical machine. HV (Hybrid Vehicle) provided with the motive power source (for example, internal combustion engine). Further, when the vehicle is configured as a hybrid vehicle including an internal combustion engine and a plurality of rotating electrical machines including the rotating electrical machine, a differential mechanism that applies a reaction force to the internal combustion engine from a rotating electrical machine different from the rotating electrical machine is provided. May be. In this case, this differential mechanism may function as a kind of electric CVT (Continuously Variable Transmission).

  The vehicle control device according to the present invention is a device for controlling such a vehicle, and includes, for example, one or a plurality of CPUs (Central Processing Units), MPUs (Micro Processing Units), ECUs (Electronic Controlled Units), and various types. Practical aspects such as a processor or various controllers may be adopted. Note that various storage means such as a ROM (Read Only Memory), a RAM (Random Access Memory), a buffer memory, or a flash memory may be built in or attached to these as required.

  The vehicle control apparatus according to the present invention includes detection means capable of detecting a brake-on operation.

  Here, the “brake-on operation” according to the present invention is an operation indicating that a braking force is required, and in terms of the amount of depression (stroke) of the brake pedal, it is greater than zero or the boundary value of the dead zone region. Is substantially equivalent to being greater than. The detection means according to the present invention is a means capable of detecting a brake-on operation, but preferably, of course, it can also detect a brake-off operation, and correlates with the required braking force or the magnitude of deceleration. The degree of brake-on operation (in short, the amount of depression of the brake pedal) can also be detected.

  It should be noted that such detection of the brake-on operation may be performed directly (that is, whether primary detection is performed) or indirectly (that is, whether secondary detection is performed). Good. Direct detection means, for example, detection of the stroke amount of the brake pedal and the like, and means that, for example, a form such as a brake pedal sensor is adopted as a practical aspect of the detection means. Indirect detection refers to various transmission paths (control buses) using various values, information, data, etc., corresponding to brake pedal operation amounts and corresponding values of brake pedal operation amounts corresponding to one-to-one, one-to-many, many-to-one or many-to-many Or the like, or based on the signal, information, data, or the like acquired in this manner, estimation involving calculation processing or numerical value selection through a map or the like.

  According to the vehicle control device of the present invention, when a brake-on operation occurs during the above-described coast regenerative shift period, an increase in the regenerative torque of the rotating electrical machine during the coast regenerative shift period is suppressed by the regenerative control means. . Note that “inhibition of increase” includes that the amount of increase and the rate of increase are lower than the degree that should originally occur (that is, the degree in accordance with the control that is applied when no increase suppression measures are taken). It is a concept and does not necessarily prohibit the regenerative torque from increasing from the value at the time when the brake-on operation is detected.

  The torque fluctuation of the output shaft is to increase the inertia of the input inertia system in the transmission due to the increase of the regenerative torque (there is no limitation) and to avoid the accompanying increase in the shift period. This is brought about by the increase control of the engagement pressure made in the above.

  Here, the power regeneration in the rotating electrical machine is desired to have SOC (State Of Charge: an index value defining the charging state or the charging state) in various batteries or various capacitors as the power supply source of the rotating electrical machine. However, it is not necessarily an essential requirement for vehicle operation control in a kind of transitional period that visits irregularly, such as during a brake-on operation during a coast regenerative shift period. For this reason, when the increase in the regenerative torque is suppressed in the coast regenerative shift period, the proper problem in the vehicle operation control does not become obvious.

  The vehicle control apparatus according to the present invention finds that the torque fluctuation of the output shaft can occur when a brake-on operation occurs during the coast regenerative shift period, and thus suppresses an increase in the regenerative torque transiently. Therefore, it is possible to suitably suppress a decrease in drivability of the vehicle.

  Moreover, when the increase in regenerative torque is suppressed, the necessity to raise the engagement pressure of the engagement device in the transmission disappears. Therefore, the measure relating to the suppression of the increase in the regenerative torque can actually lead to a measure that moderates the time transition of the engagement pressure of the engagement device corresponding to when the brake is off. That is, according to the present invention, by taking a countermeasure on the rotating electrical machine side that causes the torque fluctuation of the output shaft, a reasonable countermeasure can be taken on the transmission apparatus side that causes the torque fluctuation of the output shaft. It is possible to take. Accordingly, it is possible to provide a very high profit in practice, such as suppressing the torque fluctuation of the output shaft while avoiding a long shift time.

  Supplementally, in order to suppress the torque fluctuation of the output shaft, for example, when measures are taken on the transmission side, it is necessary to suppress the increase in the engagement pressure. Other problems such as an increase in length and wear of the friction material may be caused. That is, it is not a good practice at all. Further, even if the engagement pressure reduction measure of the engagement device can be reasonably derived from the regenerative torque increase suppression measure, the regenerative torque increase suppression measure cannot be rationally derived from the engagement pressure reduction measure. .

  Incidentally, since the increase in the regenerative torque is suppressed, the torque fluctuation of the output shaft can be suppressed to some extent. Therefore, as described above, the regenerative control means does not necessarily need to inhibit the increase in the regenerative torque itself. However, the greater the degree of suppression of the regenerative torque (not necessarily linear), the greater the effect on the torque fluctuation suppression of the output shaft. Accordingly, in view of the point that the transient increase suppression of the regenerative torque is allowed in the vehicle operation control, the regenerative control means maintains the regenerative torque at a value corresponding to the brake-on operation time as a preferred embodiment, Alternatively, the value may be further reduced from the value corresponding to the brake-on operation time point.

  In one aspect of the vehicle control apparatus according to the present invention, the regeneration control means maintains or reduces the regeneration torque during the coast regeneration shift period.

  As described above, the regenerative torque is effective in suppressing the torque fluctuation of the output shaft as long as the increase is suppressed. However, according to this aspect, the regenerative torque is maintained or reduced particularly during the coast regenerative shift period. Thus, it is possible to enjoy a high profit related to the torque fluctuation suppression of the output shaft. Supplementally, the coast regenerative shift period is a finite period, and when power regeneration by the rotating electrical machine is temporarily stopped, the power balance is not excessively affected in practical terms.

  In another aspect of the vehicle control device according to the present invention, the engagement pressure of the engagement device corresponding to the speed ratio after the shift is changed to a small value according to the magnitude of the deceleration of the vehicle. Shift control means for controlling the transmission is further provided.

  As described above, when the increase in the regenerative torque is suppressed, the necessity to increase the engagement pressure of the engagement device disappears at least. However, if the vehicle deceleration is large, simply stopping the increase in the engagement pressure is not enough. The torque fluctuation of the output shaft may be manifested as a decrease in drivability.

  According to this aspect, the engagement pressure of the engagement device corresponding to the speed ratio after the shift (that is, in the released state before the shift and needs to be engaged after the shift) depends on the magnitude of the deceleration of the vehicle. Each of them changes in a binary, stepwise, or continuously. Therefore, the torque fluctuation of the output shaft according to the deceleration of the vehicle is satisfactorily suppressed, and it is possible to more suitably suppress the decrease in drivability.

  In another aspect of the vehicle control device according to the present invention, the vehicle includes a braking device capable of imparting a physical braking force to wheels, and the vehicle control device uses the regenerative torque to generate the regenerative torque. And a braking control means for controlling the braking device so that at least a part of the regenerative braking force to be applied by the regenerative torque is supplemented by the physical braking force during a period in which the increase of the regenerative torque is suppressed.

  As already mentioned, the regenerative torque of the rotating electrical machine during the coast regeneration period is a kind of braking force, so that the increase of the regenerative torque is suppressed, so that part of the braking force that should be originally applied to the vehicle is insufficient. Will be. Insufficient actual deceleration with respect to the required deceleration due to the lack of braking force can lead to unnecessary actions on the driver's side, such as an increase in the brake pedal, which can cause a decrease in drivability. There is.

  According to this aspect, the braking force corresponding to the increase suppression amount of the regenerative torque is applied from various known braking devices or the like that apply physical braking force, and ultimately friction braking force, to the wheels. For this reason, the difference between the actual deceleration of the vehicle and the required value is alleviated, and a decrease in drivability is preferably suppressed.

  Note that the magnitude of the braking force applied from the braking device does not have to correspond one-to-one with the insufficient braking force due to the suppression of the increase in regenerative torque, and excessive or insufficient deceleration is manifested as a decrease in drivability. This means that one-to-one, one-to-many, many-to-one, or many-to-many may be appropriately dealt with within such a shortage.

  In the aspect of the vehicle control device according to the present invention, the vehicle includes an internal combustion engine, another rotating electrical machine different from the rotating electrical machine as a reaction force element capable of applying reaction force torque to the internal combustion engine, and the internal combustion engine. A plurality of rotary elements including rotary elements respectively connected to the engine, the rotary electric machine, and the other rotary electric machines, wherein the ratio between the rotation speed of the internal combustion engine and the rotation speed of the rotary electric machine is changed steplessly; And a differential mechanism capable of.

  According to this aspect, the vehicle constitutes an example of a so-called hybrid vehicle, and the continuously variable transmission function by the differential mechanism drives the internal combustion engine along, for example, the optimum fuel consumption operation line that minimizes the fuel consumption rate. Therefore, the energy efficiency of the vehicle as a whole can be secured well in combination with the practical benefits of the vehicle control device according to the present invention. The "rotational speed of the rotating electrical machine" related to the continuously variable transmission function is unambiguous with the input rotational speed of the transmission, but the input shaft of the transmission and the output shaft of the rotating electrical machine need to be directly connected. Instead, a speed reduction mechanism capable of appropriately reducing the rotational speed of the rotating electrical machine may be interposed between the two.

  In another aspect of the vehicle control apparatus according to the present invention, the transmission is a stepped transmission that can construct a plurality of shift stages having different transmission ratios according to the engagement state of the engagement apparatus. is there.

  According to this aspect, the transmission is a stepped transmission capable of constructing a plurality of shift speeds having different gear ratios by a combination of a plurality of rotation elements and a plurality of engagement devices configured by a clutch mechanism, a brake mechanism, and the like. Since the form of the apparatus is adopted, the mechanical reliability of the transmission is suitably ensured.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

1 is a schematic configuration diagram conceptually illustrating a configuration of a hybrid vehicle according to a first embodiment of the present invention. FIG. 2 is a schematic configuration diagram conceptually showing a configuration of a hybrid drive device in the hybrid vehicle of FIG. 1. 3 is an engagement table illustrating a relationship between an engagement state of each engagement element of the ECT and a gear position in the hybrid drive device of FIG. 2. FIG. 3 is an operation alignment chart illustrating one operation state of a power split mechanism in the hybrid drive device of FIG. 2. FIG. 3 is an operation alignment chart illustrating one operation state of the hybrid drive device of FIG. 2. 3 is a flowchart of drivability compensation control executed by an ECU in the hybrid vehicle of FIG. FIG. 3 is a schematic diagram of a shift map that defines ECT shift conditions in the hybrid drive apparatus of FIG. 2. FIG. 7 is a timing chart illustrating a one-hour transition of the state of each part of the ECT in a comparative example in which the increase in the regenerative torque is not suppressed in connection with the effect of the drivability compensation control in FIG. 6. FIG. 7 is a timing chart illustrating a one-hour transition of the state of each part of the ECT when the increase in the regenerative torque is suppressed according to the effect of the drivability compensation control in FIG. 6. It is a schematic block diagram which represents notionally the structure of the hybrid drive device which concerns on 2nd Embodiment of this invention. It is a schematic block diagram which represents notionally the structure of the hybrid drive device which concerns on 3rd Embodiment of this invention.

<Embodiment of the Invention>
Hereinafter, various embodiments of the present invention will be described with reference to the drawings.
<First Embodiment>
<Configuration of Embodiment>
First, the configuration of the hybrid vehicle 1 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually showing the configuration of the hybrid vehicle 1.

  In FIG. 1, a hybrid vehicle 1 includes an ECU 100, a PCU (Power Control Unit) 11, a battery 12, an accelerator opening sensor 13, a vehicle speed sensor 14, a brake pedal sensor 15, a shift position sensor 16, an SOC sensor 17, a braking device 18, and This is a hybrid vehicle that includes the hybrid drive device 10 and is an example of a “vehicle” according to the present invention.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM, and the like, and is configured to be able to control the operation of each part of the hybrid vehicle 1. It is an example of “apparatus”. The ECU 100 is configured to be able to execute drivability compensation control to be described later according to a control program stored in the ROM. The ECU 100 is an integral electronic control unit configured to function as an example of each of the “detection unit”, “regeneration control unit”, “brake control unit”, and “shift control unit” according to the present invention, All the operations related to these means are configured to be executed by the ECU 100. However, the physical, mechanical, and electrical configurations of each of the units according to the present invention are not limited to this. For example, each of these units includes a plurality of ECUs, various processing units, various controllers, a microcomputer device, and the like. It may be configured as various computer systems.

  The hybrid drive device 10 drives the hybrid vehicle 1 by supplying driving torque as driving force to the left axle SFL (corresponding to the left front wheel FL) and the right axle SFR (corresponding to the right front wheel FR), which are the axles of the hybrid vehicle 1. This is a powertrain unit of the hybrid vehicle 1. The detailed configuration of the hybrid drive device 10 will be described later. Each axle is connected to an output shaft 700 that is a power output shaft of the hybrid drive device 10 through a differential D / G as a final reduction mechanism.

  The PCU 11 converts the DC power extracted from the battery 12 into AC power and supplies it to a motor generator MG1 and a motor generator MG2, which will be described later, and also converts AC power generated by the motor generator MG1 and the motor generator MG2 into DC power. Inverter (not shown) configured to be supplied to the battery 12, and the power input / output between the battery 12 and each motor generator, or the power input / output between the motor generators (that is, In this case, the power control unit is configured to be capable of controlling power transfer between the motor generators without using the battery 12. The PCU 11 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  The battery 12 has a configuration in which a plurality of lithium ion battery cells are connected in series, and is a rechargeable battery unit that functions as a power supply source related to power for powering the motor generator MG1 and the motor generator MG2. The battery 12 is merely an example of a power storage unit that can supply power to the rotating electrical machine according to the present invention. For example, the hybrid vehicle 1 is a battery unit including a nickel hydride battery instead of the battery 12. May be installed. Alternatively, for example, various capacitor devices such as an electric double layer capacitor may be mounted.

  The accelerator opening sensor 13 is a sensor configured to be able to detect an accelerator opening Ta that is an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 1. The accelerator opening sensor 13 is electrically connected to the ECU 100, and the detected accelerator opening Ta is referred to by the ECU 100 at a constant or indefinite period.

  The vehicle speed sensor 14 is a sensor configured to be able to detect the vehicle speed Vh of the hybrid vehicle 1. The vehicle speed sensor 14 is electrically connected to the ECU 100, and the detected vehicle speed Vh is referred to by the ECU 100 at a constant or indefinite period.

  The brake pedal sensor 15 operates an ECB (Electronic Controlled Braking System) capable of individually applying a braking force to each wheel of the hybrid vehicle 1 or a regenerative braking operation using the motor generator MG2. It is a sensor configured to be able to detect the driver's braking operation amount to be urged. This braking operation is configured to be applied via a brake pedal (not shown), and the brake pedal sensor 15 is configured to detect the depression amount Tb of the brake pedal as the braking operation amount. The brake pedal sensor 15 is electrically connected to the ECU 100, and the detected brake pedal depression amount Tb is referred to by the ECU 100 at a constant or indefinite period.

  The shift position sensor 16 is a sensor configured to be able to detect a shift position that defines an operation mode of the ECT 400 described later. The shift position sensor 16 is electrically connected to the ECU 100, and the detected shift position is referred to by the ECU 100 at a constant or indefinite period.

  The SOC sensor 17 is a sensor configured to be able to detect the SOC (State Of Charge) of the battery 12. The SOC sensor 17 is electrically connected to the ECU 100, and the detected SOC of the battery 12 is appropriately referred to by the ECU 100. In the present embodiment, the term “SOC” is also used as a quantitative index value representing the state of charge of the battery 12.

  The braking device 18 includes an ECB actuator 18A and a wheel cylinder 18B, and is an example of the “braking device” according to the present invention configured to be able to apply a friction braking force as a physical braking force to the wheels FL and FR. This is a known ECB (electronically controlled braking device).

  The ECB actuator 18A controls an oil passage for supplying hydraulic oil to the hole cylinder 18B provided in each wheel, a plurality of solenoid valves installed in the oil passage, and a supply pressure of the hydraulic oil to the oil passage. A braking force control device including an electric oil pump. The hydraulic pressure supplied to the oil passage is variably controlled according to the open / close state of each solenoid valve and the drive state of the electric oil pump. The ECB actuator 18A is electrically connected to the ECU 100, and its operation state is controlled by the ECU 100 to the upper level.

  The wheel cylinder 18 </ b> B is a hydraulic drive device that is installed on each wheel of the vehicle 1 and can apply a driving force to a braking member that applies a frictional force as a braking force to each wheel. As described above, an appropriate hydraulic pressure is supplied to the wheel cylinder 18B via the ECB actuator 18A, and each braking member applies a frictional force corresponding to the driving force supplied via the wheel cylinder 18B to the target wheel. It is possible to brake the vehicle 1 by giving to.

  Next, a detailed configuration of the hybrid drive apparatus 10 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram conceptually showing the configuration of the hybrid drive apparatus 10. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 2, the hybrid drive apparatus 10 includes an engine 200, a power split mechanism 300, a motor generator MG1 (hereinafter appropriately referred to as “MG1”), a motor generator MG2 (hereinafter appropriately referred to as “MG2”), an engine output. A shaft SFTeg, ECT400, a drive shaft 500, an input shaft 600, and an output shaft 700 are provided.

  The engine 200 is a V-type six-cylinder gasoline engine that is configured to function as one power source of the hybrid vehicle 1 and is an example of the “internal combustion engine” according to the present invention. The engine 200 is a known gasoline engine, and the detailed configuration thereof is omitted here. However, the engine torque Te, which is the output power of the engine 200, is transmitted to the engine input shaft of the hybrid drive apparatus 10 via a crankshaft (not shown). Linked to SFTeg. The engine 200 is merely an example of a practical aspect that can be adopted by the internal combustion engine according to the present invention. The practical aspect of the internal combustion engine according to the present invention is not limited to the engine 200, and various known engines can be employed. It is.

  Motor generator MG1 is a motor generator having a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy, and is an example of “another rotating electrical machine” according to the present invention. is there.

  The motor generator MG2 is a motor generator that is an example of the “rotary electric machine” according to the present invention and is larger than the motor generator MG1, and, like the motor generator MG1, has a power running function that converts electrical energy into kinetic energy, It has a configuration with a regenerative function that converts kinetic energy into electrical energy.

  Motor generators MG1 and MG2 are configured as synchronous motor generators, and include, for example, a rotor having a plurality of permanent magnets on the outer peripheral surface and a stator wound with a three-phase coil that forms a rotating magnetic field. Of course, other configurations may be used.

  The power split mechanism 300 is a planetary gear mechanism that is an example of the “differential mechanism” according to the present invention.

  The power split mechanism 300 includes a sun gear Sg0 that is an example of the “rotating element” according to the present invention provided in the center, and a “rotating element” according to the present invention that is provided concentrically around the outer periphery of the sun gear Sg0. An example of the ring gear Rg0, a plurality of pinion gears (not shown) that are arranged between the sun gear Sg0 and the ring gear Rg0 and revolve around the outer periphery of the sun gear Sg0, and the rotation shafts of these pinion gears And a carrier Cr0 as another example of the “rotating element” according to the present invention.

  Sun gear Sg0 is coupled to the rotor of motor generator MG1 so as to share its rotational axis, and its rotational speed is equivalent to MG1 rotational speed Nmg1, which is the rotational speed of MG1.

  On the other hand, ring gear Rg0 is coupled to drive shaft 500, and this drive shaft 500 is coupled to the rotor of motor generator MG2 so as to share the rotation shaft. Accordingly, the MG 2 can input and output torque with the drive shaft 500. When torque is input via the drive shaft 500, the motor generator MG2 outputs a regenerative torque that is a negative torque, thereby recovering the input torque and performing power regeneration, that is, power generation. .

  The drive shaft 500 is connected to an input shaft 600 that is a power input shaft of the ECT 400. Therefore, when the MG2 torque Tmg2 that is the output torque is supplied from the motor generator MG2 to the drive shaft 500, the supplied MG2 torque Tmg2 is used as at least a part of the output shaft torque Tout of the hybrid drive device 10. The The hybrid vehicle 1 can perform the so-called EV traveling only by the MG2 torque Tmg2, or can perform the so-called HV traveling by using the MG2 torque Tmg2 as an assist torque for assisting the shortage of the engine torque Te.

  On the other hand, the carrier Cr0 is connected to the engine input shaft SFTeg connected to the crankshaft of the engine 200. The rotational speed of the carrier Cr0 is equivalent to the engine rotational speed NE of the engine 200.

  The ECT 400 includes a plurality of hydraulically driven frictional engagement devices (that is, each of which is an example of the “engagement device” according to the present invention), and the gear ratio γ is set according to the engagement state of each engagement device. 1 is an electronically controlled stepped transmission that is an example of a “transmission device” according to the present invention that is configured to be capable of constructing a plurality of different gear positions.

  The gear ratio γ is a ratio (γ = Nin / Nut) between the input shaft rotational speed Nin, which is the rotational speed of the input shaft 600, and the output shaft rotational speed Nout, which is the rotational speed of the output shaft 700. As described above, since the input shaft 600 is connected to the drive shaft 500 that is the power output shaft of the power split mechanism 300, the input shaft rotational speed Nin is the rotational speed of the drive shaft 500, that is, the motor generator MG2. This is equivalent to the MG2 rotational speed Nmg2g2 that is Similarly, the input shaft torque Tin that is the torque acting on the input shaft 600 is equivalent to the torque acting on the drive shaft 500.

  ECT400 is a combined planetary gear unit obtained by combining two types of differential mechanisms, each wet multi-plate clutch mechanism of CL1, CL2 and CL3, one-way clutch F1, and each wet multi-plate type of BR1 and BR2. And a brake mechanism. Among these, each of the wet multi-plate clutch mechanisms, the one-way clutch F1 and each of the wet multi-plate brake mechanisms that are engaging devices are engaged with each other by the action of a hydraulic actuator (not shown). The engagement state is selectively switched between the state and the released state.

  Here, the hydraulic actuator that controls the engagement hydraulic pressure that defines the engagement force of the clutch mechanism and the brake mechanism, which are the friction engagement devices, is electrically connected to the ECU 100, and the ECU 100 performs the operation control of the hydraulic actuator. Thus, the shift stage of the ECT 400 can be freely switched. Details of the shift by the ECT 400 will be described later.

  In the ECT 400, the input shaft 600 is fixed to one engagement element (that is, a clutch plate) in each of the clutches CL1, CL2, and CL3.

  On the other hand, the other engagement element of the clutch CL1 (which is also a clutch plate) is one planetary gear unit (the planetary gear unit on the right side of the figure) constituting the differential mechanism. It is connected to the sun gear Sg2 that is one rotation element). The other engagement element of the clutch CL2 is one rotation of the other planetary gear unit constituting the differential mechanism (the planetary gear unit on the left side of the drawing, and hereinafter referred to as “first differential mechanism” as appropriate). It is connected to the carrier Cr1, which is an element. Further, the other engagement element of the clutch CL3 is connected to the sun gear Sg1 that is another rotation element of the first differential mechanism and one engagement element of the brake BR1. The other engagement element of the brake BR1 is a fixed element.

  In the brake BR2, one engagement element is connected to the ring gear Rg2 of the second differential mechanism and the carrier Cr1 of the first differential mechanism, and the other engagement element is a fixed element.

  The one-way clutch F1 is a one-way clutch that transmits only power in the positive rotation direction and idles with respect to power in the negative rotation direction. One engagement element of the one-way clutch F1 is connected to the carrier Cr1 of the first differential mechanism.

  The first differential mechanism is disposed between the sun gear Sg1, the ring gear Rg1 provided concentrically on the outer periphery of the sun gear Sg1, and the sun gear Sg1 and the ring gear Rg1, and revolves while rotating on the outer periphery of the sun gear Sg1. This is a single pinion type planetary gear unit that includes a plurality of pinion gears (not shown) and a carrier Cr1 that supports the rotation shaft of each pinion gear.

  The second differential mechanism is disposed between the sun gear Sg2, the ring gear Rg2 provided concentrically on the outer periphery of the sun gear Sg2, and between the sun gear Sg2 and the ring gear Rg2, and revolves while rotating on the outer periphery of the sun gear Sg2. This is a single pinion type planetary gear unit that includes a plurality of pinion gears (not shown) and a carrier Cr2 that supports the rotation shaft of each pinion gear.

  In the first and second differential mechanisms, the carrier Cr1 of the first differential mechanism is connected to the ring gear Rg2 of the second differential mechanism, and the carrier Cr2 of the second differential mechanism is the ring gear of the second differential mechanism. By connecting to Rg1, a composite planetary gear unit is configured. The carrier Cr2 of the second differential mechanism is connected to an output shaft 700 that is an output shaft of the ECT 400.

  In such a configuration, the ECT 400 switches the engagement state of each engagement device to change the first gear stage with a gear ratio γ1 (γ1≈3.2) and the gear ratio γ2 (γ2≈1.7). ) 2nd gear, 3rd gear with gear ratio γ3 (γ3≈1.0) and 4th gear with gear ratio γ4 (γ4≈0.67) (ie, overdrive gear) It is possible to construct a forward gear.

  Various operation modes are set in the ECT 400, and one operation mode is selected by the driver via a shift lever (not shown). Here, “P”, “R”, “N”, “D”, “3”, “2”, and “1” shift ranges (shift positions) correspond to the operation mode, for example, When the D range is selected, the ECU 100 selects one of the above-mentioned four types of shift speeds that is optimal for the driving conditions of the hybrid vehicle 1 at that time, and appropriately switches the shift speed while switching the hybrid vehicle 1. Is configured to run. Note that the operation mode of the ECT 400 corresponding to each shift range is publicly known, and details thereof will not be described here for the purpose of preventing the explanation from becoming complicated.

  Here, with reference to FIG. 3, the relationship between the engagement state of each engaging device of ECT400 and the gear stage constructed | assembled is demonstrated. FIG. 3 is a table illustrating the relationship between the engagement state of the engagement device in ECT 400 and the gear position.

  In FIG. 3, “◯” indicates the engaged state, no mark indicates the released state, and “◎” indicates the released state when creating an electric continuously variable transmission state, and the engaged state when performing fixed-stage traveling. It means taking.

  In FIG. 3, only the forward shift speed will be described briefly. The clutch CL1 is a low speed clutch, and the clutch CL2 is a high speed clutch. When the clutch CL1 is in the engaged state and the clutch CL2 is in the disengaged state, the shift speed is the first speed or the second speed that is a low speed gear having a relatively large speed ratio. At this time, if the brake BR1 is in the released state, the first speed is established, and if the brake BR1 is in the engaged state, the second speed is established.

  On the other hand, when the clutch CL1 is in the released state, the clutch CL2 is in the engaged state, and the brake BR2 is in the engaged state, the gear stage is a high-speed 4-speed stage with a relatively small speed ratio.

  Further, when both the clutch CL1 and the clutch CL2 are engaged, the rotation speed of the ring gear Rg2 of the second differential mechanism coupled to the carrier Cr1 of the first differential mechanism and the rotation of the sun gear Sg2 of the second differential mechanism. Both speeds are equal at the input shaft rotation speed Nin. Since the first and second differential mechanisms are two-degree-of-freedom differential mechanisms in which the remaining rotational speed in which the rotational speeds of two elements among the rotational elements constituting each of the first and second differential mechanisms are determined is determined, the ring gear Rg2 When the rotation speed of the sun gear Sg2 and the rotation speed of the sun gear Sg2 coincide, the rotation speed of the carrier Cr2 necessarily coincides with these. As a result, the output shaft rotational speed Nout equivalent to the rotational speed of the carrier Cr2 becomes equal to the input shaft rotational speed Nin, and a third speed stage with a gear ratio γ3 (≈1) is constructed.

  It should be noted that the gear ratio of each rotating element constituting the ECT 400 is of a nature that is appropriately changed according to the gear ratio of the gear to be obtained, and deviates from the essential part of the present invention. The detailed value will not be mentioned. However, the gear ratio of each gear stage is exemplified as described above, and the gear ratio of each rotating element for realizing the gear ratio of each gear stage in the configuration of FIG. .

  Returning to FIG. 2, the hybrid drive apparatus 10 includes resolvers RV1, RV2, and RV3.

  The resolver RV1 is a rotation speed sensor configured to be able to detect the MG1 rotation speed Nmg1, which is the rotation speed of the MG1. The resolver RV1 is electrically connected to the ECU 100, and the detected MG1 rotational speed Nmg1 is referred to by the ECU 100 at a constant or indefinite period.

  The resolver RV2 is a rotation speed sensor configured to be able to detect the MG2 rotation speed Nmg2g2 that is the rotation speed of the MG2. The resolver RV2 is electrically connected to the ECU 100, and the detected MG2 rotational speed Nmg2g2 is referred to by the ECU 100 at a constant or indefinite period. Note that the MG2 rotational speed Nmg2g2 is equivalent to the input shaft rotational speed Nin of the ECT 400, as already described.

The resolver RV3 is a rotational speed sensor configured to be able to detect the output shaft rotational speed Nout, which is the rotational speed of the output shaft 700. The resolver RV3 is electrically connected to the ECU 100, and the detected output shaft rotation speed Nout is referred to by the ECU 100 at a constant or indefinite period.
<Operation of Embodiment>
<Continuously variable transmission function by power split mechanism 300>
In the power split mechanism 300, the engine torque Te supplied from the engine 200 to the engine output shaft SFTeg is transferred to the sun gear Sg0 and the ring gear Rg0 by the carrier Cr0 under the above-described configuration (the gear ratio between the gears). It is possible to divide the power of the engine 200 into two systems. At this time, in order to make the operation of the power split mechanism 300 easy to understand, when the gear ratio ρ as the number of teeth of the sun gear Sg0 with respect to the number of teeth of the ring gear Rg0 is defined, the engine torque Te is applied from the engine 200 to the carrier Cr0. In this case, the torque Tes acting on the sun gear Sg0 is expressed by the following equation (1), and the engine direct torque Tor appearing on the drive shaft 500 is expressed by the following equation (2).

Tes = −Te × ρ / (1 + ρ) (1)
Ter = Te × 1 / (1 + ρ) (2)
Here, with reference to FIG. 4, the electric continuously variable transmission function by the power split mechanism 300 will be described. FIG. 4 is an operation collinear diagram illustrating one operation state of the hybrid drive device 10. In the figure, the same reference numerals are assigned to the same parts as those in FIG.

  In FIG. 4, the vertical axis represents the rotation speed, and the horizontal axis represents the motor generator MG1 (uniquely sun gear Sg0), engine 200 (uniquely carrier Cr0) and motor generator MG2 (uniquely) in order from the left. The ring gear Rg0) is represented.

  Here, like each of the differential mechanisms of ECT 400 described above, power split mechanism 300 is a planetary gear unit with two degrees of rotation constituted by a plurality of rotary elements having a differential relationship with each other, and sun gear Sg0. When the rotational speeds of the two elements of the carrier Cr0 and the ring gear Rg0 are determined, the rotational speed of the remaining one rotational element is inevitably determined. That is, on the operation collinear diagram, the operation state of each rotary element can be represented by one operation collinear line corresponding to one operation state of the hybrid drive device 10 on a one-to-one basis.

  In FIG. 4, it is assumed that the operating point of the motor generator MG2 having a unique rotational relationship with the drive shaft 500 and the input shaft 600 is the illustrated operating point m1. In this case, if the operating point of the motor generator MG1 is the illustrated operating point m2, the operating point of the engine 200 connected to the carrier Cr0 as the remaining one rotation element is the operating point m3. Here, for example, if the operating point of the motor generator MG1 is changed to the illustrated operating point m4 and the illustrated operating point m5 in a state where the input shaft rotating speed Nin which is the rotating speed of the driving shaft 500 is maintained, the engine 200 The operating point changes to the illustrated operating point m6 and the illustrated operating point m7, respectively.

  That is, in this case, the engine 200 can be operated at a desired operating point by causing the motor generator MG1 to function as a rotation speed control mechanism. As described above, the power split mechanism 300 is a part that realizes an electric continuously variable transmission function in the hybrid drive device 10 and constitutes an example of the “differential mechanism” according to the present invention.

  Under such an electric continuously variable transmission function, the operating point of the engine 200 (the operating point in this case is one operating condition of the engine 200 defined by the combination of the engine speed NE and the engine torque Te). Is basically controlled to the optimum fuel consumption operating point at which the fuel consumption rate of the engine 200 is minimized.

<Shifting with ECT400>
Next, with reference to FIG. 5, the stepped speed change function by the ECT 400 will be described. Here, FIG. 5 is an operation alignment chart illustrating another operation state of the hybrid drive apparatus 10. In the figure, the same reference numerals are given to the same portions as those in FIG. 4, and the description thereof will be omitted as appropriate.

  In FIG. 5, the left side is an operation collinear diagram related to the operation of the power split mechanism 300 illustrated in FIG. 2, and the right side is an operation collinear diagram related to the operation of the ECT 400.

  In FIG. 5, it is assumed that the operating state of power split device 300 is a situation represented by one operation collinear line L_PG1 corresponding to MG1 rotational speed Nmg1 = 0 and MG2 rotational speed Nmg2g2 = A. According to the speed change action of the ECT 400, operation collinear lines that differ by the number of shift stages can be drawn for one operation state of the power split mechanism 300.

  For example, when the first gear is selected as the gear position, the sun gear Sg2 and the ring gear Rg0 are fixed by the action of the clutch CL1, so that the rotational speed of the sun gear Sg2 is MG2 rotations as shown by the broken line in the figure. It becomes equal to the speed Nmg2. On the other hand, at the first speed, the rotation speed of the carrier Cr1 is fixed to zero rotation by the action of the one-way clutch F1. Therefore, the operation collinear line at the first speed is L_ECT1 in the figure. As already described, since the gear ratio γ1 of the first gear is greater than 1, the output shaft rotational speed Nout is lower than the input shaft rotational speed Nin in the situation where the first gear is selected.

  Further, when the second speed is selected as the shift speed, the sun gear Sg2 and the ring gear Rg0 are fixed by the action of the clutch CL1, so that the rotational speed of the sun gear Sg2 is MG2 rotational speed as shown by the broken line in the figure. It becomes equal to Nmg2. On the other hand, at the second speed, the rotation speed of the sun gear Sg1 is fixed at zero rotation by the action of the brake BR1. Accordingly, the operation collinear line at the second speed stage is L_ECT2 shown in the figure. As already described, since the gear ratio γ2 of the second gear is greater than 1 and smaller than γ1, in the situation where the second gear is selected, the output shaft rotational speed Nout is lower than the input shaft rotational speed Nin, In addition, the rotational speed is higher than that when the first gear is selected.

  Further, when the third speed is selected as the shift speed, the sun gear Sg2 and the ring gear Rg0 are fixed by the action of the clutch CL1, so that the rotational speed of the sun gear Sg2 is MG2 rotational speed as shown by the broken line in the figure. It becomes equal to Nmg2. On the other hand, at the third speed, the carrier Cr1 (that is, the ring gear Rg2) is also fixed to the ring gear Rg0 by the action of the clutch CL2. Accordingly, the operation collinear line at the third speed stage is L_ECT3 shown in the figure. That is, the input shaft rotational speed Nin becomes equal to the output rotational speed Nou, and the third speed stage with the gear ratio γ3 = 1 is constructed as described above.

  Further, when the fourth speed is selected as the shift speed, the carrier Cr1 (that is, the ring gear Rg2) and the ring gear Rg0 are fixed by the action of the clutch CL2, so that the rotational speed of the ring gear Rg2 is MG2 rotational speed. It becomes equal to Nmg2. On the other hand, at the fourth speed, the rotation speed of the sun gear Sg1 is fixed at zero rotation by the action of the brake BR1. Accordingly, the operation collinear line at the fourth speed stage is L_ECT4 shown in the figure. As already described, since the gear ratio γ4 of the fourth speed is smaller than 1, in the situation where the fourth speed is selected, the output shaft rotational speed Nout becomes higher than the input shaft rotational speed Nin, so-called overdrive. A state is realized.

  Electric transmission efficiency ηe of power split device 300 is maximized when MG1 rotational speed Nmg1 = 0. Therefore, ideally, power split mechanism 300 is preferably driven in a state where Nmg1 = 0. Here, according to the operation of the ECT 400, as described above, the output shaft rotational speed Nout can be changed in four stages with respect to one operation state of the power split mechanism 300. Therefore, according to the ECT 400, it is possible to increase the opportunity to operate the engine 200 at an operating point where the electrical transmission efficiency ηe can be maximized, and to maintain the system transmission efficiency ηsys as a whole of the hybrid drive apparatus 10 favorably. Can do. In practical operation, the system transmission efficiency ηsys corresponds to the product of the electrical transmission efficiency ηe and the mechanical transmission efficiency ηt, and in a configuration including a plurality of engagement elements like the ECT400, The reduction in mechanical transmission efficiency due to these may hinder the improvement in system transmission efficiency due to the increase in electrical transmission efficiency. Therefore, the effect of the ECT 400 is remarkably exhibited in a hybrid drive apparatus including a relatively large capacity engine as a power source.

<Details of drivability compensation control>
In the hybrid vehicle 1, drivability compensation control is executed by the ECU 100 in order to suppress a decrease in drivability during the coast regenerative shift. Here, the details of the drivability compensation control will be described with reference to FIG. FIG. 6 is a flowchart of the drivability compensation control.

  In FIG. 6, the ECU 100 determines whether or not the hybrid vehicle 1 is during coast regeneration (step S101).

  Here, “coast regeneration” means power regeneration performed during coast down (ie, coasting deceleration) traveling. In hybrid vehicle 1, power regeneration is performed by motor generator MG2 during coast down traveling. That is, the motor generator MG2 outputs a regenerative torque, which is a negative torque, as the MG2 torque Tmg2, and uses a part of the kinetic energy of the drive wheels input via the axle, the output shaft 700, the input shaft 600, and the drive shaft 500 as electric power. Regenerative power generation is performed. This regenerative torque is a kind of braking force that corresponds to the magnitude of the deceleration of the hybrid vehicle 1, and so-called regenerative braking is realized by power regeneration during coast down traveling. Coast regeneration is semantically equivalent to this regenerative braking.

  In particular, as described above, the regenerative torque functions as a kind of braking force. Therefore, when the brake pedal depression amount Tb is larger than a preset reference value, the regenerative torque is determined by the driver's braking intention. The brake pedal depression amount Tb reflecting the amount is controlled to be large or small continuously or stepwise, and regenerative braking that does not give the driver a sense of incongruity is realized.

  In the present embodiment, the “reference value” related to the depression amount Tb is zero or a dead zone in the vicinity of zero (a region that is not regarded as a deceleration request, and the driver feels that the foot is released from the brake pedal. Is set to a value that stipulates the same area). On the other hand, when the brake pedal depression amount Tb is equal to or less than the above reference value, the regenerative torque is a relatively small braking force equivalent to the engine brake, taking into account that the driver has no intention of braking. Is set to a value corresponding to.

  The regenerative braking by the regenerative torque of MG2 and the hydraulic braking by the braking device 18 may be cooperatively controlled. For example, part of the required braking force of the vehicle 1 may be given by hydraulic braking during the coast regeneration period. Alternatively, for example, regenerative braking and hydraulic braking may be switched in a binary manner according to a vehicle speed or a value corresponding to a required braking force (for example, a brake pedal depression amount Tb).

  In step S101, the ECU 100 determines that the vehicle speed Vh of the hybrid vehicle 1 is higher than the reference value (if the reference value is zero, that is, it is equivalent to determining whether the vehicle is running) and the accelerator opening degree. When the accelerator opening degree Ta detected by the sensor 13 is equal to or less than the reference value, it is determined that coast regeneration is being performed. Note that the “reference value” related to the accelerator opening degree Ta is a zero or near dead zone region (a region that is not regarded as a drive request, and the driver's feeling is the same as when the foot is released from the accelerator pedal. Area)). However, the determination requirement regarding whether or not coast regeneration is in progress is not limited to the one exemplified here. When the hybrid vehicle 1 is not in coast regeneration (step S101: NO), the ECU 100 repeatedly executes step S101. That is, the process is controlled to be substantially in a standby state.

  When the hybrid vehicle 1 is during coast regeneration (step S101: YES), the ECU 100 determines whether or not the ECT 400 is downshifting (step S102).

  The shift in the ECT 400 is performed based on a preset shift map for both an upshift as a shift on the side where the gear ratio decreases and a downshift as a shift on the side where the gear ratio increases. Here, with reference to FIG. 7, the shift conditions of the ECT 400 will be described. FIG. 7 is a schematic diagram of a shift map that defines the shift conditions of the ECT 400.

  In FIG. 7, the vertical axis and the horizontal axis represent the output shaft torque Tout and the vehicle speed Vh, respectively. In such a map, the shift conditions of the ECT 400 are defined by a 21-down shift line L_21, a 12-up shift line L_12, a 32-down shift line L_32, a 23-up shift line L_23, a 43-down shift line L_43, and a 34-up shift line L_34. Is done. More specifically, the driving condition of the hybrid vehicle 1 at that time is defined by each shift line when crossing each up-shift line for upshift and when crossing each downshift line for downshift. Shifting is realized.

  For example, when the driving condition of the hybrid vehicle 1 crosses the 32 down shift line from the driving region on the right side of the 32 down shift line, the ECU 100 controls the ECT 400 to shift from the 3rd speed to the 2nd speed (downshift). ). Alternatively, for example, when the driving condition of the hybrid vehicle 1 crosses the 12-up shift line from the driving region on the left side of the 12-up shift line, the ECU 100 controls the ECT 400 to change the speed from the first gear to the second gear ( Execute upshift). In the ROM of the ECU 100, a shift map in which the shift map illustrated in FIG. 7 is numerically defined is stored in advance. The ECU 100 performs shift control separately performed in parallel with the drivability compensation control. It is the structure which performs a speed change suitably as needed.

  Returning to FIG. 6, when the ECT 400 is not downshifting (step S102: NO), the ECU 100 returns the process to step S101 and repeats a series of processes.

  On the other hand, when the ECT 400 is downshifting (step S102: YES), the ECU 100 determines whether or not a brake-on operation has occurred (step S103). At this time, the ECU 100 determines that the brake pedal depression amount Tb detected by the brake pedal sensor 15 has increased from the region below the reference value to a region larger than the reference value, that is, the brake pedal depression state is When the brake-off state is switched to the brake-on state, it is determined that a brake-on operation has occurred. The time region from the branch point to the “YES” side in step S102 to the shift completion time point is an example of the “coast regenerative shift period” according to the present invention. This period is expressed by using.

  When the brake-on operation has not occurred (step S103: NO), that is, the hybrid vehicle 1 is in the brake-off state where the brake pedal depression amount Tb is equal to or less than the reference value, or the brake pedal depression amount Tb is the reference. When the downshift is performed under the condition where the brake-on state as the state larger than the value is maintained, the ECU 100 determines whether or not the downshift is completed (step S104).

  Whether or not the downshift is completed is determined based on the input shaft rotational speed Nin of ECT 400 (that is, MG2 rotational speed Nmg2). That is, when the input shaft rotational speed Nin reaches the synchronous rotational speed corresponding to the post-shift gear position from the synchronous rotational speed corresponding to the pre-shift speed stage, it is determined that the downshift has been completed. Note that the synchronous rotational speed corresponding to the speed stage after the shift can be calculated based on the speed ratio γ related to the speed stage after the speed change and the output shaft rotational speed Nout of the ECT 400. If the downshift has not been completed (step S104: NO), the ECU 100 returns the process to step S103 and repeats the determination of whether or not a brake-on operation has occurred. That is, during the coast regenerative shift period, it is determined whether or not a brake-on operation has occurred at a constant cycle.

  If the brake-on operation is not performed during the coast regenerative shift period, that is, if the downshift is completed while the state of the hybrid vehicle 1 is maintained in the brake-off state or the brake-on state (step S104: YES), the process is step S101. And the series of processes is repeated.

On the other hand, when a brake-on operation occurs during the coast regenerative shift period (step S103: YES), the ECU 100 suppresses an increase in the regenerative torque of MG2 (step S105).
As described above, the regenerative torque of the motor generator MG2 is different between when the brake is on and when the brake is off. If the other conditions are the same, the former has a larger regenerative torque (considering the sign of positive / negative) (Small in terms of absolute torque value). Therefore, when a brake-on operation occurs, the regenerative torque is controlled to increase with the regenerative torque corresponding to the braking force corresponding to the brake pedal depression amount Tb as a target value. In step S105, ECU 100 suppresses an increase in regenerative torque toward the target value during the coast regeneration period. Particularly in the present embodiment, the ECU 100 maintains the regenerative torque at a brake-off equivalent value that is a value when it is assumed that no brake-on operation occurs. Since the MG2 rotational speed Nmg2 increases with the shift, the regenerative torque decreases compared to before the shift is started, although it is maintained at the brake-off equivalent value.

  The operation according to step S105 is an example of the operation of the “regenerative control means” according to the present invention that suppresses the increase in the regenerative torque, but the practical operation mode that can be taken by the regenerative control means is that of step S105. It is not limited to things. For example, the ECU 100 increases the regenerative torque by setting the increase rate (time change amount) of the regenerative torque to be lower (meaning that the inclination becomes smaller) than the increase rate of the regenerative torque toward the original target value. May be suppressed.

  When the regenerative torque increase suppression measure is taken, the ECU 100 compensates for insufficient braking force or deceleration corresponding to the increase suppression of the regenerative torque by the hydraulic braking force from the braking device 18 (step S106). At this time, the ECU 100 compares the time transition of the regenerative torque when the suppression measure is taken with the predicted value of the time transition of the regenerative torque when the suppression measure is not taken, and calculates the suppression amount of the regenerative torque value. When the suppression amount is calculated, the ECB actuator 18A is stored with reference to a control map that is stored in advance in the ROM and associates the suppression amount with the control amount of the braking device 18 (for example, the hydraulic pressure supplied to the wheel cylinder 18B). The hydraulic braking force is controlled via That is, the operation according to step S106 is an example of the operation of the “braking control means” according to the present invention. As long as the hybrid vehicle 1 can maintain a deceleration state permitted for vehicle operation control, in step S106, the braking force or deceleration that is not always sufficient and the hydraulic braking force supplied from the braking device 18 are one-to-one. It is not necessary to correspond to.

  When braking force compensation by hydraulic braking is executed, the ECU 100 determines whether or not the deceleration of the hybrid vehicle 1 is equal to or greater than a reference value (step S107). The deceleration of the hybrid vehicle 1 is mapped in advance in association with the vehicle speed Vh, the regenerative torque value, the supply hydraulic pressure value of the wheel cylinder 18B, and the like, and stored in the ROM. Estimate the deceleration of 1. Although the actual deceleration of the hybrid vehicle 1 is estimated here, the value referred to in step S107 may be the brake pedal depression amount Tb corresponding to the degree of the driver's deceleration request. When the deceleration of the vehicle is less than the reference value (step S108: NO), the ECU 100 returns the process to step S101 and repeats a series of processes.

  On the other hand, when the deceleration of the hybrid vehicle 1 is equal to or greater than the reference value (step S107: YES), the ECU 100 in the ECT 400 is an engagement device that switches the state from the released state to the engaged state before and after shifting (for example, the third speed stage). If it is a downshift from the second gear to the second gear, the engagement hydraulic pressure of the brake BR1) is reduced (step S108). When the engagement hydraulic pressure is reduced, the process returns to step S101, and a series of processes is repeated. The drivability compensation control is executed as described above.

<Effect of drivability compensation control>
Next, the effect of drivability compensation control will be described with reference to FIGS. FIG. 8 is a timing chart illustrating a one-hour transition of the state of each part of the ECT 400 when the regenerative torque suppression measure (measure corresponding to step S105) in the drivability compensation control is not taken. FIG. 9 is a timing chart illustrating an hour transition of the state of each part of the ECT 400 when the regenerative torque suppression measure is similarly taken. In these drawings, the same reference numerals are given to portions overlapping each other, and the description thereof will be omitted as appropriate. FIGS. 8 and 9 each show a case where a shift from the third gear to the second gear is performed.

  In FIG. 8, the vertical axis indicates the input shaft rotational speed Nin of the ECT 400, the input shaft torque Tin (ie, MG2 torque Tmg2) of the ECT 400, the output shaft torque Tout, the brake flag F_brk, and the above-described shift pre-engagement in the ECT 400 in order from the top. Each engagement hydraulic pressure Pect of the combined device and the post-shift engagement device is shown, and the horizontal axis is unified with time. The brake flag F_brk is “1” when the depression amount Tb of the brake pedal is larger than the reference value (that is, when the brake is on), and when it is equal to or less than the reference value (that is, when the brake is off). The flag is set to “0”, and the ECU 100 sets the flag based on the sensor output of the brake pedal sensor 15. That is, the case where step S103 in FIG. 6 branches to the “YES” side means a case where the brake flag F_brk changes from “0” to “1”.

  Of the time transitions indicated by the solid lines in the figure, PRF_cmp2, PRF_cmp4, and PRF_cmp6 are time transitions when a regenerative torque suppression measure is not taken as a comparative example to be used for comparison with the present embodiment. The time transitions (PRF_cmp1, PRF_cmp3 and PRF_cmp5 in the figure) indicated by broken lines in the figure are time transitions when no brake-on operation occurs during the coast regenerative shift period.

  First, a normal coast regenerative shift that does not cause a brake-on operation will be described.

  In FIG. 8, it is assumed that the shift (downshift) condition of ECT400 is satisfied at time T1. In this case, at time T1, the ECU 100 reduces the engagement hydraulic pressure of the pre-shift engagement device from the engagement state maintaining hydraulic pressure P0 to the release state maintenance zero hydraulic pressure as indicated by the chain line in FIG. The engagement hydraulic pressure of the apparatus is increased from the zero hydraulic pressure for maintaining the released state to the hydraulic pressure P0 for maintaining the engaged state as shown by the broken line (PRF_cmp5) in the drawing. The input shaft rotation speed Nin increases to the second-speed synchronous rotation speed N2 corresponding to the second-speed stage after the shift, and the engagement hydraulic pressure of the brake BR1 reaches P0 at the time T5 when the shift is completed.

  The post-shift engagement device is an engagement device that is in the released state at the shift stage before the shift and that is in the engaged state at the shift stage after the shift, among the engagement devices that constitute the ECT 400. Then, it means the brake BR1. The pre-shift engagement device is an engagement device that is in the engaged state at the shift stage before the shift and that is in the released state at the shift stage after the shift, and in the present embodiment, means the clutch CL2.

  When the control of the engagement hydraulic pressure for each of the engagement devices related to the shift is started as the shift condition is satisfied, a torque phase as one process of the shift period is started. The torque phase means a period during which torque is transferred to increase the rotation of the input inertial system of the ECT 400 including MG2 by increasing the engagement hydraulic pressure Pect of the post-shift engagement device (here, the brake BR1). To do.

  In the torque phase, the inertia phase in which the rotational speed of the input inertial system is actually increased by the engagement torque of the post-shift engagement device at time T2 when the torque transfer for increasing the rotational speed of the input inertial system is completed. Is started. In the inertia phase, as the input shaft rotational speed Nin increases from the third speed synchronous rotational speed N3 to the second speed synchronous rotational speed N2, the regenerative torque decreases (means that the input shaft torque Tin increases). . In this inertia phase, at time T4 when the input shaft rotation speed Nin reaches a predetermined ratio with respect to the second-speed synchronous rotation speed N2, the ECU 100 determines that it is the end of the shift, and the inertia phase The process ends at time T5 after the shift end determination. In the present embodiment, the end of the inertia phase is treated as equivalent to the end of the shift.

  Here, when a brake-on operation does not occur in the coast regenerative shift period (that is, the period from time T1 to time T5 in this case), the time transition of the input shaft torque Tin is as shown in the figure PRF_cmp1 (see the broken line). . That is, the input shaft torque Tin increases from Tr0 to Tr1 in the inertia phase. That is, the regenerative torque decreases.

  Further, the time transition of the output shaft torque Tout corresponding to the time transition of the input shaft torque Tin when this brake-on operation does not occur is shown as PRF_cmp3 (see the broken line) in the figure. In other words, in this case, the output shaft torque Tout temporarily decreases as a part of the output shaft torque is consumed for the rotation increase of the input inertia system in the inertia phase, but the torque fluctuation of the output shaft 700 does not occur.

  Next, a comparative example (when regenerative torque suppression measures are not taken) will be described.

  It is assumed that a brake-on operation has occurred during the coast regenerative shift period (here, time T3 after the start of the inertia phase (time T2)). In this case, in the comparative example in which the regenerative torque suppression measure is not taken, the regenerative torque of MG2 increases (MG2 torque Tmg2 decreases) as shown in the illustrated PRF_cmp2 (see the solid line). This is reasonable as control of the regenerative braking force reflecting the driver's braking intention. In other words, when looking at the regenerative torque after the end of the shift, the value when the brake is on is sufficiently larger than the value when the brake is off (Tr1). The magnitude of the regenerative torque, that is, the magnitude of the braking force, and the fact that the braking force is switched between when the brake is off and when the brake is on is very reasonable in terms of vehicle operation control.

  On the other hand, an increase in regenerative torque leads to an increase in inertia of the input inertia system. Therefore, when no measures are taken against the engagement hydraulic pressure Pect of the post-shift engagement device (that is, when control equivalent to that at the time of brake-off (PRF_cmp5 in the drawing) is performed) The resultant torque becomes insufficient, and the rotation increase of the input inertia system in the inertia phase becomes slow. As a result, the shift time becomes longer. Such a long shift time may, of course, reduce drivability as well as promote wear of the engagement device. For the purpose of avoiding such a situation, the engagement hydraulic pressure Pect in the post-shift engagement device is normally corrected to be increased when the brake is on. This is expressed as PRF_cmp6 (broken line) in the figure.

  However, when both the increase of the regenerative torque and the increase of the engagement hydraulic pressure occur before the end of the shift period and they interfere with each other, the time transition of the output shaft torque Tout changes as shown in PRF_cmp4 (see the solid line). As shown in the figure, it fluctuates over a period of time immediately after the end of shifting. Such torque fluctuations (so-called “engagement shock”) are perceived by the driver as a decrease in drivability. In the drivability compensation control according to the present embodiment, this type of drivability reduction is preferably suppressed.

  Here, with reference to FIG. 9, the time transition of each part which concerns on this embodiment is demonstrated. Of the time transitions indicated by the solid lines in the figure, the illustrated PRF_Tin, PRF_Tout, and PRF_Pect are the time transitions when the regenerative torque suppression measure according to the present embodiment is taken, and the time transitions indicated by the broken lines in the figure ( The illustrated PRF_cmp2, PRF_cmp4, and PRF_cmp6) are time transitions when the regenerative torque suppression measure is not taken, as in FIG.

  In the present embodiment, with respect to the brake-on operation that occurred at time T3, the regenerative torque is a brake-off equivalent value (ie, a value corresponding to PRF_cmp1 in FIG. 8) during the coast regenerative shift period by step S105 described above. ) Is maintained. That is, the input shaft torque Tin transitions as if the brake-on operation has not occurred, and continues to increase until T5, which is the end point of the shift (not necessarily at the end point of the shift).

  On the other hand, since the input shaft torque Tin does not decrease (the regenerative torque increases) as in the comparative example, the inertia of the input inertia system does not increase in this embodiment. Therefore, as in the comparative example, correction for increasing the engagement hydraulic pressure with respect to the post-shift engagement device of the ECT 400 is also unnecessary. As a result, the time transition of the engagement hydraulic pressure is equivalent to the time transition at the time of brake off (PRF_cmp5 in FIG. 8) as indicated by PRF_Pect in the drawing.

  In this way, by suppressing the regenerative torque and avoiding the increase in the engagement hydraulic pressure associated therewith, the time of the output shaft torque Tout in the coast regenerative shift period after brake-on (that is, the period from time T3 to time T5). The transition is as shown in PRF_Tout in the figure. That is, for this period, the time transition of the output shaft torque Tout is equivalent to the time transition (PRF_cmp3) at the time of brake off shown in FIG. As described above, in the present embodiment, an increase in the regenerative torque is suppressed with respect to the brake-on operation (here, the regenerative torque is particularly reduced). Therefore, the increase in the regenerative torque before the shift period ends. And the increase in the engagement torque can be prevented, and the situation where the output shaft torque Tout fluctuates before and after the end of the shift is prevented. As a result, a decrease in drivability when a brake-on operation occurs during the coast regenerative shift period is suitably suppressed.

  In the present embodiment, the suppression of the regenerative torque is released after the end of the shift, and the ECU 100 increases the regenerative torque toward the original target value (see PRF_Tin). Since the switching of the engagement device in the ECT 400 is also completed after the end of the shift, torque fluctuation that reduces drivability does not occur in the output shaft 700 when the regenerative torque increases. On the other hand, if the regenerative torque is increased in this way, the shortage of regenerative power due to the suppression of the regenerative torque is solved, and the decrease in the SOC of the battery 12 can be suitably suppressed.

  Further, if the regenerative torque is suppressed, the braking force of the vehicle becomes smaller than the braking force that should be originally generated. For this reason, the deceleration of the vehicle may be insufficient in some cases. Therefore, during the period when the regenerative torque suppression measure is taken from time T3 to time T5 in FIG. 9, braking force compensation by the hydraulic braking force is performed as shown in step S106 of FIG. Particularly in the present embodiment, the braking force compensated by the braking device 18 corresponds to a deviation between the regenerative torque in accordance with the illustrated PRF_Tin and the regenerative torque in accordance with the illustrated PRF_cmp2 (the deviation between both at an arbitrary time). Is done. Therefore, the occurrence of a situation where the braking force or the deceleration is insufficient during the period when the regenerative torque suppression measure is taken is suitably prevented.

  By the way, the deceleration of the hybrid vehicle 1 when the brake-on operation occurs during the coast regenerative shift period varies. However, if the engagement hydraulic pressure of the ECT 400 is controlled without taking the deceleration of the vehicle into consideration, an engagement shock may become apparent when the deceleration is relatively large, for example, when the deceleration is greater than a reference value. . Therefore, the ECU 100 sets the engagement hydraulic pressure Pect of the post-shift engagement device to a value less than a reference value (that is, PRF_Pect in the drawing) and the reference value according to the deceleration of the hybrid vehicle 1. Switch between and binary. Therefore, the engagement shock that may occur according to the deceleration of the vehicle is suitably suppressed. That is, the ECU 100 also functions as an example of the “shift control unit” according to the present invention.

  Although the engagement hydraulic pressure Pect is switched in binary here, the ECU 100 may control the engagement hydraulic pressure in multiple stages or continuously according to the deceleration. In addition, the degree of reduction of the engagement hydraulic pressure Pect is preferably determined in a range in which an increase in the shift time does not manifest itself as a decrease in drivability.

  In the present embodiment, a regenerative torque suppression measure is taken regardless of whether or not the battery 12 is charged. However, if the battery 12 is in the charge limit state, the regenerative torque value during the coast regeneration period is small, and the regenerative torque when the brake is on is also small. Therefore, it may be possible to suppress torque fluctuation of the output shaft 700 without taking regenerative torque suppression measures when the brake is on. In view of this point, after step S103 of FIG. 6 branches to “YES”, ECU 100 further determines whether or not the battery is in the charge limit state, and if the battery is not in the charge limit state. Only regenerative torque suppression measures may be taken.

In addition, supplementing the “charge limit state”, the battery 12 is a rechargeable storage battery, but the power that can be input and output per unit time is a limit value in advance (that is, the charge limit value Win on the input side). On the output side, there is a discharge limit value Wout). The charge restriction state means a state where a restriction is provided on the input side. Of course, the battery 12 is given a certain restriction on charging and discharging even in a normal state, but the charge restriction state means a state in which a restriction is imposed on the charge limit value Win in the normal state. In short, this corresponds to the case where the charging limit value Win is smaller than the reference value. Such a charge restriction may occur, for example, when the SOC of the battery 12 is in the vicinity of the upper limit value of the known SOC feedback control (for example, about 80 to 90% with 100% being fully charged). If the SOC of the battery 12 is good, there is no need for power regeneration.
Second Embodiment
The configuration of the hybrid drive device is not limited to that of the hybrid drive device 10 according to the first embodiment. Here, with reference to FIG. 10, the structure of the hybrid drive device 20 which concerns on 2nd Embodiment of this invention is demonstrated. FIG. 10 is a schematic configuration diagram conceptually illustrating the configuration of the hybrid drive apparatus 20. In the figure, the same parts as those in FIG. 2 are denoted by the same reference numerals, and the description thereof is omitted as appropriate.

  In FIG. 10, the hybrid drive device 20 is configured such that the drive shaft 500 and the input shaft 600 are selectively controlled to be engaged or released by the clutch 900. Between motor generator MG2 and input shaft 600, an MG2 reduction mechanism 800 capable of decelerating MG2 rotational speed Nmg2 in two stages is interposed.

  The MG2 reduction mechanism 800 includes brake mechanisms 801 and 802 as wet multi-plate engaging devices, and a differential mechanism 803 including rotating elements respectively connected to these brake mechanisms. The MG2 reduction mechanism 800 has a configuration in which the reduction ratio of the MG2 rotational speed Nmg2 is different when the brake mechanism 801 is selected as the brake mechanism and when the brake mechanism 802 is selected. , MG2 can be operated in a more efficient operating region at that time. Of course, even in such a configuration, the above-described shift control can be applied.

In the state where the clutch 900 is controlled to the disengagement side, the power source of the hybrid drive device 20 is only MG2. This state is equivalent to a so-called electric vehicle. That is, the vehicle to which the present invention is applied is not limited to a hybrid vehicle, and includes an electric vehicle using only a motor as a power source.
<Third Embodiment>
The configuration of the hybrid drive device is not limited to that of the hybrid drive device 10 according to the first embodiment. Here, with reference to FIG. 11, the structure of the hybrid drive device 30 is demonstrated to 3rd Embodiment of this invention. FIG. 11 is a schematic configuration diagram conceptually illustrating the configuration of the hybrid drive device 30. In the figure, the same parts as those in FIG. 2 are denoted by the same reference numerals, and the description thereof is omitted as appropriate.

  In FIG. 11, the hybrid drive device 30 includes a continuously variable transmission unit 1000 and a stepped transmission unit 1100. The continuously variable transmission unit 1000 includes a planetary gear unit that is conceptually equivalent to the power split mechanism 300 in the hybrid drive device 10 and a reduction gear that decelerates the MG2 rotational speed Nmg2. It functions as a differential mechanism with a degree of freedom.

  On the other hand, the stepped transmission unit 1100 includes clutches C1, C2, C3, and C4 and two sets of differential mechanisms, and is configured to realize a plurality of shift stages according to the engagement state thereof.

  Here, according to the hybrid drive device 30, the drive element and the reaction force element can be switched by the function of the stepped transmission unit 1100. For example, when the clutch C1 is in the engaged state and the clutch C2 is in the released state, the input shaft of the transmission is the illustrated input shaft 600a, and the MG2 is connected to the drive element (the output shaft 700) as in the above embodiment. MG1 is a reaction force element. On the contrary, when the clutch C2 is engaged and the clutch C1 is disengaged, the input shaft of the transmission becomes the illustrated input shaft 600b. Unlike the above embodiment, MG1 is a driving element (in this case, MG1 is MG2 is a reaction force element. As described above, the present invention can also be applied to a hybrid vehicle that can travel while selectively switching between the driving element and the reaction force element according to the engaged state of the transmission unit.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

  The present invention can be widely applied to vehicles including a stepped transmission between a rotating electric machine capable of power running and regeneration and an axle.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 10 ... Hybrid drive device, 100 ... ECU, 200 ... Engine, 300 ... Power split mechanism, 400 ... Transmission device, 500 ... Drive shaft, 600 ... Input shaft, 700 ... Output shaft.

Claims (6)

A rotating electrical machine capable of torque input / output with the input shaft;
A plurality of engagement devices are installed between the input shaft and an output shaft connected to the axle, and torque is transmitted between the input shaft and the output shaft. A device for controlling a vehicle, comprising: a transmission capable of changing a transmission gear ratio between a rotation speed of the input shaft and a rotation speed of the output shaft in accordance with each engagement state;
Detecting means capable of detecting a brake-on operation;
Regenerative control that suppresses an increase in regenerative torque of the rotating electrical machine during the coast regenerative shift period when the brake-on operation is detected during a coast regenerative shift period in which the transmission is downshifted during coast regeneration of the vehicle. And a vehicle control device. The vehicle control device according to claim 1, wherein the regeneration control means maintains or reduces a regeneration torque during the coast regeneration shift period. Shift control means is further provided for controlling the transmission so that the engagement pressure of the engagement device corresponding to the speed ratio after the shift changes depending on the deceleration of the vehicle. The vehicle control device according to claim 1 or 2, characterized in that The vehicle is
A braking device capable of applying a physical braking force to the wheels,
The vehicle control device comprises:
The braking device is controlled so that at least a part of the regenerative braking force to be applied by the regenerative torque is supplemented by the physical braking force in a period in which the increase of the regenerative torque is suppressed by the regenerative control means. The vehicle control device according to any one of claims 1 to 3, further comprising braking control means. The vehicle is
An internal combustion engine;
Another rotating electrical machine different from the rotating electrical machine as a reaction force element capable of applying a reaction torque to the internal combustion engine;
A plurality of rotating elements including rotating elements respectively connected to the internal combustion engine, the rotating electrical machine, and the other rotating electrical machines are provided, and a ratio between the rotational speed of the internal combustion engine and the rotational speed of the rotating electrical machine is changed steplessly. The vehicle control device according to any one of claims 1 to 4, further comprising: a differential mechanism that can be operated. 5. The stepped transmission device according to claim 1, wherein the transmission device is a stepped transmission device capable of constructing a plurality of gear stages having different gear ratios according to an engagement state of the engagement device. The vehicle control device according to one item.

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