JP2020183132A - Control device of hybrid vehicle - Google Patents

Abstract

To satisfy requirement of variable speed performance of a stepped variable transmission even under the condition that input/output power of a power storage device is limited.SOLUTION: It can be restrained that balance of inertia energy during variable speed transition of a stepped variable transmission part 20 is crumbled even under the condition that battery power Pbat is limited because final target engine speed is set as target engine speed after shifting on the basis of a limit state of the battery power Pbat when MG1 torque Tg and MG2 torque Tm are controlled so that MG2 engine speed Nm and engine speed Ne vary at each prescribed behaviors Mmg2, Meng toward the target rotational velocity after shifting, at shift transmission of the stepped variable transmission part 20. Accordingly, requirement of variable speed performance of the stepped variable transmission part 20 can be satisfied even under the condition that a battery power Pbat is limited.SELECTED DRAWING: Figure 8

Description

The present invention relates to a control device for a hybrid vehicle including an electric transmission mechanism and a stepped transmission in series.

The operating state of the first rotating machine is controlled by having an engine, a differential mechanism to which the engine is connected so as to be able to transmit power, and a first rotating machine connected to the differential mechanism so as to be able to transmit power. An electric transmission mechanism in which the differential state of the differential mechanism is controlled, a second rotary machine connected to the output rotation member of the electric transmission mechanism so as to be able to transmit power, and the output rotation member and a drive wheel. A stepped speed change that forms a part of a power transmission path between the two gears and forms one of a plurality of gears by engaging a predetermined engaging device among the plurality of engaging devices. A control device for a hybrid vehicle including a machine and a power storage device for transmitting and receiving power to and from each of the first rotating machine and the second rotating machine is well known. For example, the hybrid vehicle control device described in Patent Document 1 is that. In Patent Document 1, when the stepped transmission is changed, the rotation speed of the engine and the rotation speed of the input rotating member of the stepped transmission are set along the respective target trajectories toward the target rotation speed after each shift. It is possible to control the output torque of the first rotating machine and the output torque of the second rotating machine so as to change, and to set each target trajectory based on the limited state of the input / output power of the power storage device. It is disclosed.

Japanese Unexamined Patent Publication No. 2018-100004

By the way, in a state where the input / output power of the power storage device is limited, for example, if the achievement of the required driving force is prioritized except during the shift transition of the stepped transmission, the actual rotation speed of the engine will be the input / output power of the power storage device. In some cases, the target rotation speed may not be reached in an unrestricted state. If the stepped transmission is changed while the actual rotation speed of the engine deviates from the target rotation speed, what is the case when the actual rotation speed of the engine and the target rotation speed are almost the same? Since the amount of change in the inertia energy during the shift transition is different, even if each target trajectory is changed as in the technique described in Patent Document 1, the balance of the inertia energy during the shift transition is lost, and shift shock suppression and shift response are lost. There is a risk that shifting performance requirements such as sex cannot be met.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to meet the shifting performance requirements of a stepped transmission even under a situation where the input / output power of the power storage device is limited. The purpose is to provide a control device for a hybrid vehicle that can be satisfied.

The gist of the first invention is that (a) an engine, a differential mechanism in which the engine is connected so as to be able to transmit power, and a first rotating machine which is connected to the differential mechanism so as to be able to transmit power are provided. Then, the electric transmission mechanism in which the differential state of the differential mechanism is controlled by controlling the operating state of the first rotary machine and the output rotating member of the electric transmission mechanism are connected so as to be able to transmit power. A part of the power transmission path between the second rotating machine and the output rotating member and the drive wheel is formed, and the engagement of a predetermined engaging device among the plurality of engaging devices causes the plurality of gear stages A control device for a hybrid vehicle including a stepped transmission in which any of the gear stages is formed and a power storage device for transmitting and receiving power to each of the first rotating machine and the second rotating machine. Therefore, (b) at the time of shifting the stepped transmission, the rotation speed of the input rotating member of the stepped transmission and the rotating speed of the engine are respectively in the inertia phase in the shifting transition of the stepped transmission. Based on the output torque of the engine and the transmission torque transmitted by the stepped transmission so as to change in each predetermined behavior toward the target rotation speed after shifting, the first rotating machine is subjected to feedback control. A feedback control unit that controls the output torque and the output torque of the second rotary machine, and (c) a target value for setting a target rotation speed after shifting of the engine based on a limited state of input / output power of the power storage device. It is to include the setting unit.

According to the first invention, at the time of shifting the stepped transmission, the rotational speed of the input rotating member of the stepped transmission and the rotational speed of the engine are each predetermined behavior toward the target rotational speed after each shifting. When the output torque of the first rotating machine and the output torque of the second rotating machine are controlled so as to change in, the target rotation speed after shifting of the engine is set based on the limited state of the input / output power of the power storage device. Therefore, even under a situation where the input / output power of the power storage device is limited, it is possible to suppress the imbalance of the inertial energy during the shift transition of the stepped transmission. Therefore, even under the condition that the input / output power of the power storage device is limited, the shifting performance requirement of the stepped transmission can be satisfied.

It is a figure explaining the schematic structure of the drive device for a vehicle provided in the vehicle to which this invention is applied, and is also the figure explaining the main part of the control function and the control system for various control in a vehicle. It is an operation chart explaining the relationship between the shift operation of the mechanical stepped speed change part illustrated in FIG. 1 and the operation of the engagement device used therefor. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in an electric continuously variable transmission part and a mechanical stepwise transmission part. It is a figure explaining an example of the gear stage allocation table which assigned a plurality of simulated gear stages to a plurality of AT gear stages. It is a figure exemplifying the AT gear stage of a stepped transmission part and the simulated gear stage of a compound transmission on the same collinear diagram as FIG. It is a figure explaining an example of a plurality of simulated gear stages when the electric continuously variable transmission part shifts step by step. It is a figure explaining an example of the simulated gear gear shift map used for the shift control of a plurality of simulated gear gears. It is a flowchart explaining the control operation for satisfying the shift performance requirement of a mechanical stepped transmission part even in the situation where the main part of the control operation of an electronic control device, that is, the battery power is limited. It is a figure which shows an example of the time chart at the time of executing the control operation shown in the flowchart of FIG. .. It is a figure which shows an example of the time chart at the time of executing the control operation shown in the flowchart of FIG. It is a figure which shows an example of the case. It is a figure which shows an example of the time chart explaining the phenomenon before and after shifting, and during shifting of a stepped transmission part in a state with battery limitation. It is a figure explaining an example of the change of the inertia energy during shifting of a stepped transmission part.

In the embodiment of the present invention, the rotating members (for example, the engine, the first rotating machine, the second rotating machine, each rotating element of the differential mechanism, the output rotating member of the electric transmission mechanism, and the input rotation of the stepped transmission described above). Values representing the rotational state of the member, etc.) include, for example, the rotational speed N of the rotating member, the change rate dN / dt of the rotational speed N, and the like. The rotational speed N of the rotating member corresponds to the angular velocity of the rotating member. The change speed dN / dt of the rotation speed N is the time change rate of the rotation speed N, that is, the time derivative, and corresponds to the angular acceleration, that is, the rotation acceleration of the rotating member. The change speed dN / dt of the rotation speed N may be referred to as the rotation change rate dN / dt or the rotation acceleration dN / dt. In the mathematical formula, the change speed dN / dt of the rotation speed N may be represented by N dots.

Further, the gear ratio in a transmission such as the stepped transmission and a composite transmission in which the electric transmission mechanism arranged in series and the stepped transmission are combined is "the rotation speed of the rotating member on the input side. / Rotation speed of the rotating member on the output side ". The high side in this gear ratio is the high vehicle speed side on which the gear ratio becomes smaller. The low side in the gear ratio is the low vehicle speed side on which the gear ratio becomes large. For example, the lowest gear ratio is the gear ratio on the lowest vehicle speed side, which is the lowest vehicle speed side, and is the maximum gear ratio at which the gear ratio is the largest.

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

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle drive device 12 provided in a vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system for various controls in the vehicle 10. is there. In FIG. 1, the vehicle drive device 12 is an electric continuously variable transmission arranged in series on a common axis in an engine 14 functioning as a power source and a transmission case 16 as a non-rotating member attached to a vehicle body. It includes a transmission unit 18, a mechanical stepped transmission unit 20, and the like. The electric continuously variable transmission 18 is directly connected to the engine 14 or indirectly via a damper (not shown) or the like. The mechanical continuously variable transmission 20 is connected to the output side of the electric continuously variable transmission 18. Further, the vehicle drive device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped speed change unit 20, a pair of axles 26 connected to the differential gear device 24, and the like. I have. In the vehicle drive device 12, the power output from the engine 14 and the second rotary machine MG2 described later is transmitted to the mechanical stepped speed change unit 20, and the mechanical stepped speed change unit 20 sends the differential gear device 24 and the like. It is transmitted to the drive wheels 28 included in the vehicle 10 via. The vehicle drive device 12 is preferably used for, for example, an FR (= front engine / rear drive) type vehicle that is vertically installed in the vehicle 10. Hereinafter, the transmission case 16 is referred to as a case 16, the electric continuously variable transmission 18 is referred to as a continuously variable transmission 18, and the mechanical continuously variable transmission 20 is referred to as a continuously variable transmission 20. Further, as for power, torque and force are also agreed unless otherwise specified. Further, the stepless speed change unit 18, the stepped speed change unit 20, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 14, the connecting shaft 34 described later, and the like.

The engine 14 is a power source for traveling the vehicle 10, and is a known internal combustion engine such as a gasoline engine or a diesel engine. In this engine 14, the engine torque Te, which is the output torque of the engine 14, is generated by controlling the engine control device 50 such as the throttle actuator, the fuel injection device, and the ignition device provided in the vehicle 10 by the electronic control device 80 described later. Be controlled. In this embodiment, the engine 14 is connected to the continuously variable transmission 18 without a fluid transmission device such as a torque converter or a fluid coupling.

The continuously variable transmission 18 is a power dividing mechanism that mechanically divides the power of the first rotating machine MG1 and the engine 14 into the first rotating machine MG1 and the intermediate transmission member 30 which is an output rotating member of the continuously variable transmission 18. The differential mechanism 32 of the above is provided. The second rotary machine MG2 is connected to the intermediate transmission member 30 so as to be able to transmit power. The continuously variable transmission 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotating machine MG1. The first rotary machine MG1 is a rotary machine capable of controlling the engine rotation speed Ne, which is the rotation speed of the engine 14, and corresponds to a differential rotary machine, and the second rotary machine MG2 functions as a power source. It is a rotating machine for driving, and corresponds to a rotating machine for traveling drive. The vehicle 10 is a hybrid vehicle equipped with an engine 14 and a second rotary machine MG2 as a power source for traveling. To control the operating state of the first rotating machine MG1 is to control the operation of the first rotating machine MG1.

The first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotary machine MG1 and the second rotary machine MG2 are each connected to a battery 54 as a power storage device provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, and are electronic control devices described later. By controlling the inverter 52 by the 80, the MG1 torque Tg and the MG2 torque Tm, which are the output torques of the first rotary machine MG1 and the second rotary machine MG2, are controlled. The output torque of the rotating machine is the power running torque in the positive torque on the acceleration side and the regenerative torque in the negative torque on the deceleration side. The battery 54 is a power storage device that transmits and receives electric power to each of the first rotating machine MG1 and the second rotating machine MG2.

The differential mechanism 32 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 14 is connected to the carrier CA0 so as to be able to transmit power via the connecting shaft 34, the first rotating machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. Is connected to. In the differential mechanism 32, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The stepped transmission unit 20 includes a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28, that is, the stepless transmission unit 18 and the drive wheels 28. It is a mechanical transmission mechanism that forms a part of the power transmission path between the two. The intermediate transmission member 30 also functions as an input rotating member of the stepped speed change unit 20. Since the second rotary machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally, or because the engine 14 is connected to the input side of the continuously variable transmission 18, the stepped transmission 20 is connected. , A transmission that forms part of a power transmission path between a power source (second rotary MG2 or engine 14) and drive wheels 28. The intermediate transmission member 30 is a transmission member for transmitting the power of the power source to the drive wheels 28. The stepped transmission unit 20 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 36 and the second planetary gear device 38, and a plurality of clutches C1, clutches C2, brakes B1 and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engaging device CB is a hydraulic friction engaging device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engagement device CB is provided by each engagement hydraulic pressure PRcb as each engagement pressure of the pressure-adjusted engagement device CB output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 56 provided in the vehicle 10. By changing the engagement torque Tcb, which is each torque capacity, the operating state, which is a state such as engagement or disengagement, can be switched. In order to transmit the AT input torque Ti, which is the input torque input to the stepped transmission unit 20, for example, the AT input torque is transmitted between the intermediate transmission member 30 and the output shaft 22 without sliding the engaging device CB. An engagement torque Tcb is required to obtain the shared torque of the engagement device CB, which is the transmission torque that must be handled by each of the engagement device CB with respect to Ti. However, in the engagement torque Tcb from which the transmission torque is obtained, the transmission torque does not increase even if the engagement torque Tcb is increased. That is, the engagement torque Tcb corresponds to the maximum torque that can be transmitted by the engagement device CB, and the transmission torque corresponds to the torque that the engagement device CB actually transmits. In addition, not sliding the engaging device CB means not causing a difference rotation speed in the engaging device CB. Further, the engaging torque Tcb (or transmission torque) and the engaging hydraulic pressure PRcb are in a substantially proportional relationship except, for example, a region for supplying the engaging hydraulic pressure PRcb required for packing the engaging device CB.

In the stepped transmission unit 20, the rotating elements of the first planetary gear device 36 and the second planetary gear device 38 are partially connected to each other directly or indirectly via the engaging device CB or the one-way clutch F1. It is connected to the intermediate transmission member 30, the case 16, or the output shaft 22. Each rotating element of the first planetary gear device 36 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a carrier CA2, and a ring gear R2.

The stepped transmission unit 20 has a gear ratio (also referred to as a gear ratio) γat (= AT input rotation speed Ni) by engaging an engaging device, for example, a predetermined engaging device among a plurality of engaging devices. / A stepped transmission in which any one of a plurality of gears (also referred to as gears) having different output rotation speeds (No) is formed. That is, in the stepped speed change unit 20, the gear stage is switched, that is, the speed change is executed by engaging any of the plurality of engaging devices. The stepped transmission unit 20 is a stepped automatic transmission in which each of a plurality of gear stages is formed. In this embodiment, the gear stage formed by the stepped transmission unit 20 is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped speed change unit 20, which is the rotation speed of the input rotation member of the stepped speed change unit 20, and is the same value as the rotation speed of the intermediate transmission member 30. It is the same value as the MG2 rotation speed Nm, which is the rotation speed of the rotary machine MG2. The AT input rotation speed Ni can be represented by the MG2 rotation speed Nm. The output rotation speed No is the rotation speed of the output shaft 22 which is the output rotation speed of the stepped transmission unit 20, and is a compound transmission which is an entire transmission in which the continuously variable transmission unit 18 and the stepped transmission unit 20 are combined. It is also the output rotation speed of the machine 40. The compound transmission 40 is a transmission that forms a part of a power transmission path between the engine 14 and the drive wheels 28.

As shown in the engagement operation table of FIG. 2, for example, the stepped transmission unit 20 has AT 1st gear (“1st” in the figure) -AT 4th gear (“4th” in the figure) as a plurality of AT gears. ”) 4 steps of forward AT gear steps are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. The engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. That is, the engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and a predetermined engagement device which is an engagement device that is engaged with each AT gear stage. In FIG. 2, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped transmission unit 20, and blank indicates release. Since the one-way clutch F1 is provided in parallel with the brake B2 that establishes the AT 1st gear, it is not necessary to engage the brake B2 when starting or accelerating. The coast downshift of the stepped speed change unit 20 is a downshift determined during deceleration running due to accelerator off, for example, when the accelerator opening degree θacc is zero or substantially zero. When all of the plurality of engaging devices are released, the stepped transmission unit 20 is placed in a neutral state in which no AT gear stage is formed, that is, in a neutral state in which power transmission is cut off. Since the one-way clutch F1 is a clutch whose operating state is automatically switched, the stepped transmission unit 20 is set to the neutral state when all the engaging devices CB are released. Further, to determine the downshift is that the downshift is required.

The stepped speed change unit 20 is released from a predetermined engaging device that forms an AT gear stage before shifting according to an accelerator operation of a driver (that is, a driver), a vehicle speed V, or the like by an electronic control device 80 described later. The AT gear stage to be formed is switched by controlling the release of the side engaging device and the engagement of the engaging side engaging device among the predetermined engaging devices forming the AT gear stage after shifting. That is, a plurality of AT gear stages are selectively formed. That is, in the shift control of the stepped transmission unit 20, for example, the shift is executed by grasping any of the engaging device CB, that is, the shifting is executed by switching between the engagement and the disengagement of the engaging device CB. , So-called clutch-to-clutch shifting is performed. For example, in the downshift from the AT 2nd gear to the AT 1st gear, as shown in the engagement operation table of FIG. 2, the brake B1 serving as the release side engagement device is released and the engagement side engagement device is released. Brake B2 is engaged. At this time, the release transient hydraulic pressure of the brake B1 and the engagement transient hydraulic pressure of the brake B2 are pressure-adjusted and controlled. The release side engaging device is an engaging device involved in shifting the stepped speed change unit 20 of the engaging device CB, and is an engaging device controlled toward release in the shift transition of the stepped speed change unit 20. Is. The engaging side engaging device is an engaging device involved in the shifting of the stepped speed change unit 20 in the engaging device CB, and is controlled toward engagement in the speed change transition of the stepped speed change unit 20. It is a combination device. The 2 → 1 downshift can also be executed by automatically engaging the one-way clutch F1 by releasing the brake B1 as the release side engaging device involved in the 2 → 1 downshift. In this embodiment, for example, a downshift from the AT 2nd gear to the AT 1st gear is represented as a 2 → 1 downshift. The same applies to other upshifts and downshifts.

FIG. 3 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements of the continuously variable transmission unit 18 and the stepped speed change unit 20. In FIG. 3, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 32 constituting the stepless speed change unit 18 are the sun gear S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the stepped speed change unit 20). It is an m-axis representing (input rotation speed). Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped speed change unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the rotation speed of the sun gear S2 corresponding to the fifth rotation element RE5 in this order from the left. Corresponds to the rotational speed of the connected ring gear R1 and carrier CA2 (that is, the rotational speed of the output shaft 22), the rotational speed of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. These are axes that represent the rotational speeds of the sun gears S1. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (also referred to as the gear ratio) ρ0 of the differential mechanism 32. The distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axes of the collinear diagram, the gear ratio ρ (= number of teeth of the sun gear Zs /) of the planetary gear device is between the carrier and the ring gear. The interval corresponds to the number of teeth Zr) of the ring gear.

Expressed using the co-line diagram of FIG. 3, in the differential mechanism 32 of the continuously variable transmission 18, the engine 14 (see “ENG” in the figure) is connected to the first rotating element RE1 and the second rotating element. The first rotating machine MG1 (see "MG1" in the figure) is connected to RE2, and the second rotating machine MG2 (see "MG2" in the figure) is connected to the third rotating element RE3 which rotates integrally with the intermediate transmission member 30. Therefore, the rotation of the engine 14 is transmitted to the stepped speed change unit 20 via the intermediate transmission member 30. In the continuously variable transmission unit 18, the relationship between the rotation speed of the sun gear S0 and the rotation speed of the ring gear R0 is shown by the straight lines L0 and L0R that cross the vertical line Y2.

Further, in the stepped speed change unit 20, the fourth rotating element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotating element RE5 is connected to the output shaft 22, and the sixth rotating element RE6 is It is selectively connected to the intermediate transmission member 30 via the clutch C2 and selectively connected to the case 16 via the brake B2, and the seventh rotating element RE7 is selectively connected to the case 16 via the brake B1. ing. In the stepped speed change unit 20, the straight lines L1, L2, L3, L4, and LR crossing the vertical line Y5 by the engagement release control of the engagement device CB cause "1st", "2nd", and "3rd" on the output shaft 22. , "4th", and "Rev" rotation speeds are shown.

The straight lines L0 and L1, L2, L3, and L4 shown by the solid lines in FIG. 3 indicate the relative speeds of the respective rotating elements in the forward running in the hybrid running mode in which the hybrid running is possible with at least the engine 14 as the power source. Shown. In this hybrid traveling mode, in the differential mechanism 32, when the reaction force torque, which is a negative torque of the first rotary machine MG1, is input to the sun gear S0 in the forward rotation with respect to the engine torque Te input to the carrier CA0. , The engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) that becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required drive torque Tdem, the total torque of the engine direct torque Td and the MG2 torque Tm is the drive torque in the forward direction of the vehicle 10, and the AT gear of any one of the AT 1st gear and the AT 4th gear It is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the gears are formed. At this time, the first rotary machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg.

Although not shown in FIG. 3, in the collinear diagram in the motor traveling mode in which the engine 14 is stopped and the motor traveling by using the second rotary machine MG2 as a power source is possible, the carrier CA0 in the differential mechanism 32 Is set to zero rotation, and MG2 torque Tm, which becomes a positive torque in normal rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is put into a no-load state and idles in a negative rotation. That is, in the motor running mode, the engine 14 is not driven, the engine rotation speed Ne is set to zero, and the MG2 torque Tm is any of the AT 1st gear and the AT 4th gear as the driving torque in the forward direction of the vehicle 10. It is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the AT gear stage is formed. The MG2 torque Tm here is the power running torque of forward rotation.

The straight line L0R and the straight line LR shown by the broken line in FIG. 3 indicate the relative speed of each rotating element in the reverse running in the motor running mode. In reverse travel in this motor travel mode, MG2 torque Tm, which becomes negative torque due to negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the drive torque in the reverse direction of the vehicle 10 to form the AT 1st gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20. In the vehicle 10, the electronic control device 80, which will be described later, forms an AT gear stage on the low side for forward movement among a plurality of AT gear stages, for example, an AT 1st gear stage, and is used for forward movement during forward travel. By outputting the reverse MG2 torque Tm whose positive and negative directions are opposite to those of the MG2 torque Tm from the second rotating machine MG2, the reverse traveling can be performed. Here, the MG2 torque Tm for forward rotation is a force running torque that becomes a positive torque for forward rotation, and the MG2 torque Tm for backward rotation is a power running torque that becomes a negative torque for negative rotation. As described above, in the vehicle 10, the forward traveling is performed by reversing the positive and negative of the MG2 torque Tm by using the forward AT gear stage. To use the forward AT gear is to use the same AT gear as when traveling forward. Even in the hybrid travel mode, the second rotary machine MG2 can have a negative rotation as in the straight line L0R, so that the reverse travel can be performed in the same manner as in the motor travel mode.

In the vehicle drive device 12, the carrier CA0 as the first rotating element RE1 to which the engine 14 is connected so as to be able to transmit power and the sun gear S0 as the second rotating element RE2 to which the first rotating machine MG1 is connected so as to be able to transmit power A differential mechanism 32 having three rotating elements with the ring gear R0 as the third rotating element RE3 to which the intermediate transmission member 30 is connected is provided, and the differential mechanism is controlled by controlling the operating state of the first rotating machine MG1. A continuously variable transmission unit 18 as an electric transmission mechanism in which the differential state of 32 is controlled is configured. The third rotating element RE3 to which the intermediate transmission member 30 is connected is, from a different point of view, the third rotating element RE3 to which the second rotating machine MG2 is connected so as to be able to transmit power. That is, in the vehicle drive device 12, the engine 14 has a differential mechanism 32 connected to the differential mechanism 32 so as to be able to transmit power, and a first rotating machine MG1 connected to the differential mechanism 32 so as to be able to transmit power. The continuously variable transmission unit 18 in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the machine MG1 is configured. The continuously variable transmission 18 has a ratio of the engine rotation speed Ne, which is the same value as the rotation speed of the connecting shaft 34, which is the input rotation member, to the MG2 rotation speed Nm, which is the rotation speed of the intermediate transmission member 30 which is the output rotation member. It is operated as an electric continuously variable transmission in which the gear ratio γ0 (= Ne / Nm), which is a value, can be changed.

For example, in the hybrid traveling mode, the rotation speed of the first rotary machine MG1 is relative to the rotation speed of the ring gear R0, which is constrained by the rotation of the drive wheels 28 due to the formation of the AT gear stage in the stepped speed change unit 20. When the rotation speed of the sun gear S0 is increased or decreased by controlling the above, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in the hybrid driving, the engine 14 can be operated at an efficient driving point. That is, the stepped speed change unit 20 in which the AT gear stage is formed and the stepless speed change unit 18 operated as a stepless transmission are combined, and the stepless speed change unit 18 and the stepped speed change unit 20 are arranged in series. A continuously variable transmission can be configured as the entire transmission 40.

Alternatively, since the stepless transmission 18 can be changed like a stepped transmission, the stepped transmission 20 on which the AT gear stage is formed and the stepless transmission for shifting like a stepped transmission With 18, the combined transmission 40 as a whole can be changed like a stepped transmission. That is, in the compound transmission 40, the stepped transmission is such that a plurality of gears having different gear ratios γt (= Ne / No) representing the value of the ratio of the engine rotation speed Ne to the output rotation speed No are selectively established. It is possible to control the unit 20 and the stepless speed change unit 18. In this embodiment, the gear stage established by the compound transmission 40 is referred to as a simulated gear stage. The gear ratio γt is a total gear ratio formed by the continuously variable transmission unit 18 and the stepped transmission unit 20 arranged in series, and is the gear ratio γ0 of the continuously variable transmission unit 18 and the stepped transmission unit 20. The value is obtained by multiplying the gear ratio γat by (γt = γ0 × γat).

The simulated gear stage is, for example, a combination of each AT gear stage of the stepped transmission unit 20 and a gear ratio γ0 of one or a plurality of types of continuously variable transmission units 18 for each AT gear stage of the stepped transmission unit 20. Assigned to establish one or more types. For example, FIG. 4 is an example of a gear stage allocation table. In FIG. 4, in the upshift of the compound transmission 40, a simulated 1st gear-simulated 3rd gear is established for the AT 1st gear, and a simulated 4th gear-simulated for the AT 2nd gear. The 6th gear is established, the simulated 7th gear-simulated 9th gear is established for the AT 3rd gear, and the simulated 10th gear is established for the AT 4th gear. It is predetermined. Further, in the downshift of the compound transmission 40, a simulated 1st gear-simulated 2nd gear is established for the AT 1st gear, and a simulated 3rd gear-simulated 5th gear is established for the AT 2nd gear. The gear stage is established, the simulated 6th gear stage-simulated 8th gear stage is established for the AT 3rd gear stage, and the simulated 9th gear stage-simulated 10th gear stage is established for the AT 4th speed gear stage. It is predetermined to be allowed. Although FIG. 4 shows an example in which the simulated gear stage assigned to the AT gear stage may differ between the upshift and the downshift, they may be the same.

FIG. 5 is a diagram illustrating the AT gear stage of the stepped transmission unit 20 and the simulated gear stage of the compound transmission 40 on the same collinear diagram as in FIG. In FIG. 5, the solid line illustrates the case where the simulated 4-speed gear stage-simulated 6-speed gear is established when the stepped transmission unit 20 is in the AT 2nd speed gear stage. In the compound transmission 40, the continuously variable transmission unit 18 is controlled so as to have an engine rotation speed Ne that realizes a predetermined gear ratio γt with respect to the output rotation speed No, so that different simulated gear stages are used in a certain AT gear stage. Is established. Further, the broken line exemplifies the case where the simulated 7th gear is established when the stepped transmission 20 is the AT 3rd gear. In the compound transmission 40, the simulated gear stage is switched by controlling the continuously variable transmission unit 18 in accordance with the switching of the AT gear stage.

Returning to FIG. 1, the vehicle 10 includes an electronic control device 80 as a controller including a control device for the vehicle 10 related to control of the engine 14, the continuously variable transmission unit 18, and the stepped speed change unit 20. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control device 80, and is a functional block diagram for explaining a main part of a control function by the electronic control device 80. The electronic control device 80 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 80 is separately configured for engine control, shift control, and the like, if necessary.

The electronic control device 80 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 60, MG1 rotation speed sensor 62, MG2 rotation speed sensor 64, output rotation speed sensor 66, accelerator opening sensor 68, throttle valve). Various signals based on the values detected by the opening sensor 70, the brake pedal sensor 72, the G sensor 74, the shift position sensor 76, the battery sensor 78, the oil temperature sensor 79, etc. (for example, the engine speed Ne, the first rotary machine MG1) MG1 rotation speed Ng, which is the rotation speed, MG2 rotation speed Nm, which is the AT input rotation speed Ni, output rotation speed No corresponding to the vehicle speed V, and accelerator as the driver's acceleration operation amount indicating the magnitude of the driver's acceleration operation. Opening θacc, throttle valve opening θth, which is the opening of the electronic throttle valve, brake-on signal Bon, which is a signal indicating that the brake pedal for operating the wheel brake is being operated by the driver, front and rear of the vehicle 10. It is supplied to the acceleration G, the operation position POSsh of the shift lever 58 as a shift operation member provided in the vehicle 10, the battery temperature THbat of the battery 54, the battery charge / discharge current Ibat, the battery voltage Vbat, and the hydraulic actuator of the engaging device CB. The hydraulic oil, that is, the hydraulic oil temperature THoil, which is the temperature of the hydraulic oil used for switching the operating state of the engaging device CB), is supplied respectively.

The driver's acceleration operation amount, which represents the magnitude of the driver's acceleration operation, is the accelerator operation amount, which is the operation amount of the accelerator operation member such as the accelerator pedal, and is the output request amount of the driver with respect to the vehicle 10. As the output request amount of the driver, in addition to the accelerator opening degree θacc, the throttle valve opening degree θth, the required drive torque Tdem described later, and the like can also be used.

From the electronic control device 80, various command signals (for example, engine control command signal Se for controlling the engine 14) are transmitted to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 56, etc.) provided in the vehicle 10. The rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, the hydraulic control command signal Sat for controlling the operating state of the engaging device CB, etc.) are output, respectively. This hydraulic control command signal Sat is also a hydraulic control command signal for controlling the shift of the stepped speed change unit 20, and for example, each of the engaging hydraulic pressure PRcb supplied to each hydraulic actuator of the engaging device CB is adjusted. This is a command signal for driving the solenoid valves SL1-SL4 and the like. The electronic control device 80 sets a hydraulic pressure instruction value corresponding to the value of each engagement hydraulic pressure PRcb supplied to each hydraulic actuator in order to obtain the target engagement torque Tcb of the engagement device CB, and sets the hydraulic pressure instruction value. The drive current or drive voltage according to the above is output to the hydraulic control circuit 56.

The electronic control device 80 calculates the charge state value SOC [%] as a value indicating the charge state of the battery 54 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. Further, the electronic control device 80 defines a usable range of the battery power Pbat, which is the input / output power of the battery 54, that is, the power of the battery 54, based on, for example, the battery temperature THbat and the charge state value SOC of the battery 54. Calculate the input / output power Win and Wout as values. The input / output possible power Win and Wout are the input chargeable power Win that defines the limit of the input power of the battery 54, that is, the chargeable power that defines the chargeable power of the battery 54, and the output that defines the limit of the output power of the battery 54. Possible power Wout, that is, the dischargeable power that defines the dischargeable power of the battery 54. The input / output power Win and Wout are reduced as the battery temperature THbat is lower in the low temperature range where the battery temperature THbat is lower than the normal range, and are smaller as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. Will be done. Further, the inputtable power Win is reduced as the charge state value SOC is higher in the region where the charge state value SOC is high, for example. Further, the outputable power Wout is reduced as the charge state value SOC is lower, for example, in a region where the charge state value SOC is low.

The electronic control device 80 includes an AT shift control means, that is, an AT shift control unit 82, and a hybrid control means, that is, a hybrid control unit 84, in order to realize various controls in the vehicle 10.

The AT shift control unit 82 determines the shift of the stepped shift unit 20 by using, for example, an AT gear shift map, which is a relationship that is experimentally or designedly obtained and stored in advance, that is, a predetermined relationship. If necessary, shift control of the stepped speed change unit 20 is executed. In the shift control of the stepped speed change unit 20, the AT shift control unit 82 uses the solenoid valves SL1-SL4 to release the engagement device CB so as to automatically switch the AT gear stage of the stepped speed change unit 20. The hydraulic control command signal Sat for switching is output to the hydraulic control circuit 56. In this way, the AT shift control unit 82 functions as a shift control unit that executes the shift control of the stepped shift unit 20. The AT gear shift map has a predetermined relationship in which, for example, a shift line for determining the shift of the stepped transmission unit 20 is provided on two-dimensional coordinates with the output rotation speed No and the accelerator opening θacc as variables. .. Here, the vehicle speed V or the like may be used instead of the output rotation speed No, or the required drive torque Tdem, the throttle valve opening degree θth, or the like may be used instead of the accelerator opening degree θacc. Each shift line in the AT gear shift map is an upshift line for determining an upshift and a downshift line for determining a downshift. Each of these shift lines determines whether or not the output rotation speed No crosses the line on the line indicating a certain accelerator opening θacc, or whether or not the accelerator opening θacc crosses the line on the line indicating a certain output rotation speed No. That is, it is for determining whether or not the gear has crossed the shift point, which is a value at which the shift on the shift line should be executed, and is predetermined as a series of the shift points.

The hybrid control unit 84 functions as an engine control means for controlling the operation of the engine 14, that is, an engine control unit, and a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit, and the engine 14, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by these control functions. The hybrid control unit 84 calculates the required driving power Pdem by applying the accelerator opening degree θacc and the vehicle speed V to, for example, a driving force map having a predetermined relationship. From a different point of view, this required drive power Pdem is the required drive torque Tdem at the vehicle speed V at that time. The hybrid control unit 84 considers the input / output possible powers Win, Wout, etc. of the battery 54, and considers the required drive power Pdem, the engine control command signal Se, which is a command signal for controlling the engine 14, and the first The rotary machine control command signal Smg, which is a command signal for controlling the rotary machine MG1 and the second rotary machine MG2, is output. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 14 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

When, for example, the hybrid control unit 84 operates the continuously variable transmission 18 as a continuously variable transmission and the compound transmission 40 as a whole operates as a continuously variable transmission, the required drive power Pdem takes into consideration the optimum fuel efficiency of the engine and the like. By controlling the engine 14 and the generated power Wg of the first rotating machine MG1 so that the engine rotation speed Ne and the engine torque Te are obtained so that the engine power Pe that realizes the above can be obtained, there is no stepless transmission 18 The continuously variable transmission control is executed to change the gear ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt of the compound transmission 40 when operating as a continuously variable transmission is controlled.

When the hybrid control unit 84 shifts the stepless transmission unit 18 like a stepped transmission and shifts the composite transmission 40 as a whole like a stepped transmission, the hybrid control unit 84 has a predetermined relationship, for example, a simulated gear. The speed change determination of the compound transmission 40 is performed using the speed shift map, and a plurality of simulated gear stages are selectively established in cooperation with the speed change control of the AT gear stage of the stepped speed change unit 20 by the AT shift control unit 82. The shift control of the stepless transmission unit 18 is executed as described above. As shown in FIG. 6, for example, a plurality of simulated gear stages are established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the output rotation speed No so that the respective gear ratios γt can be maintained. Can be done. The gear ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire range of the output rotation speed No, and may be changed in a predetermined region, and is limited by the upper limit or lower limit of the rotation speed of each part. May be added. FIG. 6 shows a case where a 10-speed shift having a simulated 1st gear stage and a simulated 10th gear stage as a plurality of simulated gear stages is possible. As is clear from FIG. 6, the plurality of simulated gear stages need only control the engine rotation speed Ne according to the output rotation speed No, and are predetermined regardless of the type of AT gear stage of the stepped transmission 20. It is possible to establish a simulated gear stage of. In this way, the hybrid control unit 84 can perform shift control that changes the engine rotation speed Ne like a stepped shift.

Similar to the AT gear shift map, the simulated gear shift map is predetermined with the output rotation speed No and the accelerator opening θacc as parameters. FIG. 7 is an example of a simulated gear shift map, in which the solid line is an upshift line and the broken line is a downshift line. By switching the simulated gear according to the simulated gear shift map, the combined transmission 40 in which the continuously variable transmission 18 and the stepped transmission 20 are arranged in series has the same shift feeling as that of the stepped transmission. can get. In the simulated stepped speed change control in which the compound transmission 40 as a whole shifts like a stepped transmission, for example, when the driver selects a driving mode that emphasizes driving performance such as a sports driving mode, or the required drive torque Tdem is relatively large. If it is large, the combined transmission 40 as a whole may be executed in preference to the continuously variable transmission that operates as a continuously variable transmission, but basically the simulated stepped transmission control is executed except when a predetermined execution is restricted. May be done.

The simulated stepped speed change control by the hybrid control unit 84 and the shift control of the stepped speed change unit 20 by the AT shift control unit 82 are executed in cooperation with each other. In this embodiment, 10 types of simulated gears of simulated 1st gear-simulated 10th gear are assigned to 4 types of AT gears of AT 1st gear-AT 4th gear. Therefore, the AT gear shift map is defined so that the AT gear shift is performed at the same timing as the shift timing of the simulated gear gear. Specifically, the upshift lines of the simulated gear stages "3 → 4", "6 → 7", and "9 → 10" in FIG. 7 are the AT gear stage shift maps "1 → 2" and "2". It coincides with each upshift line of "→ 3" and "3 → 4" (see "AT1 → 2" etc. described in FIG. 7). Further, the downshift lines of the simulated gear stages "2 ← 3", "5 ← 6", and "8 ← 9" in FIG. 7 are "1 ← 2" and "2 ← 3" of the AT gear stage shift map. , "3 ← 4" coincides with each downshift line (see "AT1 ← 2" etc. described in FIG. 7). Alternatively, the shift command of the AT gear stage may be output to the AT shift control unit 82 based on the shift determination of the simulated gear stage based on the simulated gear shift map of FIG. 7. As described above, when the stepped transmission unit 20 is upshifted, the entire compound transmission 40 is upshifted, while when the stepped transmission unit 20 is downshifted, the entire compound transmission 40 is downshifted. Be told. The AT shift control unit 82 switches the AT gear stage of the stepped speed change unit 20 when the simulated gear stage is switched. Since the AT gear shift is performed at the same timing as the shift timing of the simulated gear stage, the stepped transmission unit 20 is changed with the change in the engine rotation speed Ne, and the stepped transmission unit 20 is changed. Even if there is a shock due to shifting, it is difficult to give the driver a sense of discomfort.

The hybrid control unit 84 selectively establishes the motor traveling mode or the hybrid traveling mode as the traveling mode according to the traveling state. For example, when the required drive power Pdem is in the motor traveling region smaller than the predetermined threshold value, the hybrid control unit 84 establishes the motor traveling mode, while the required driving power Pdem is equal to or higher than the predetermined threshold value. When it is in the hybrid driving region, the hybrid driving mode is established. Further, the hybrid control unit 84 sets the hybrid drive mode when the charge state value SOC of the battery 54 is less than the predetermined engine start threshold value even when the required drive power Pdem is in the motor drive region. To be established. The motor running mode is a running state in which the engine 14 is stopped and the second rotating machine MG2 generates a driving torque to run the motor. The hybrid driving mode is a driving state in which the engine 14 is driven. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 14 to charge the battery 54.

Here, the simulated stepped speed change control of the compound transmission 40 when the stepped speed change unit 20 is accompanied by a shift will be described in detail. The hybrid control unit 84 has a target value setting means, that is, a target value setting unit 86, and a feedback control means, that is, feedback control, in order to realize simulated stepped speed change control of the compound transmission 40 when the stepped speed change unit 20 is accompanied by a shift. A unit 88 and a return control means, that is, a return control unit 90 are provided.

The target value setting unit 86 changes the AT input rotation speed Ni (= MG2 rotation speed Nm) during the inertia phase in the shift transition of the stepped speed change unit 20 when the stepped speed change unit 20 is changed by the AT shift control unit 82. The target value of the MG2 rotational acceleration dNm / dt, which is the speed, is sequentially set to a value that changes the MG2 rotational speed Nm with a predetermined behavior Mmg2 toward the synchronous rotational speed after shifting. Predetermined behavior Mmg2 sets the MG2 rotation speed Nm to the actual MG2 rotation speed Nm before the shift of the stepped transmission unit 20, that is, from the actual MG2 rotation speed Nm to the post-shift synchronous rotation speed of the MG2 rotation speed Nm. This is the target trajectory when the shift time is changed by TMina. The actual MG2 rotation speed Nm before the shift of the stepped speed change unit 20 is the same as the pre-shift synchronous rotation speed of the MG2 rotation speed Nm, and the post-shift synchronous rotation speed of the MG2 rotation speed Nm is the post-shift of the MG2 rotation speed Nm. I agree with the target rotation speed. The target value setting unit 86 calculates the post-shift synchronous rotation speed Nmsyca (= No × γata) of the MG2 rotation speed Nm based on the gear ratio γata in the AT gear stage after the gear shift of the stepped transmission unit 20. The target value setting unit 86 sets a target value of MG2 rotational acceleration dNm / dt, that is, a target MG2 rotational acceleration dNmtag, based on the post-shift synchronous rotational speed Nmsyca of the actual MG2 rotational speed Nm and MG2 rotational speed Nm and the predetermined shift time TMina. calculate.

Further, the target value setting unit 86 sets the engine rotation speed, which is the change speed of the engine rotation speed Ne, during the inertia phase in the shift transition of the stepped speed change unit 20 when the stepped speed change unit 20 is changed by the AT shift control unit 82. The target value of dNe / dt is sequentially set to a value that changes the engine rotation speed Ne with a predetermined behavior Meng toward the target rotation speed after shifting. Predetermined behavior Meng sets the engine speed Ne to the actual engine speed Ne before shifting, that is, the actual engine speed Ne to the engine speed Ne, that is, the target engine speed after shifting, that is, the target engine rotation after shifting. This is the target trajectory when the speed is changed to Netagtmp at a predetermined shift time TMina. The actual engine rotation speed Ne before shifting of the stepped speed change unit 20 is consistent with the pre-shift target rotation speed of the engine rotation speed Ne, that is, the pre-shift target engine rotation speed. The target value setting unit 86 is based on, for example, the engine rotation speed Ne in each simulated gear stage as shown in FIG. 6, the simulated gear stage after the speed change of the stepped speed change unit 20, and the output rotation speed No. Calculate the target engine speed Netagtmp. The target value setting unit 86 calculates the target value of the engine rotation acceleration dNe / dt, that is, the target engine rotation acceleration dNetag, based on the actual engine rotation speed Ne, the target engine rotation speed Netagtmp after the shift, and the predetermined shift time TMina. As the predetermined shift time TMina, different values may be used for the predetermined behavior Mmg2 and the predetermined behavior Meng. Further, as described above, the shift of the AT gear stage is performed at the same timing as the shift timing of the simulated gear stage, so that the shift before and after the step shift unit 20 is the same as before and after the simulated step shift of the compound transmission 40. ..

In the feedback control unit 88, when the AT shift control unit 82 shifts the stepped speed change unit 20, the MG2 rotation speed Nm and the engine rotation speed Ne change after each shift during the inertia phase in the shift transition of the stepped speed change unit 20. The respective predetermined behaviors Mmg2 and Meng change toward the target rotation speed, that is, the MG2 rotation acceleration dNm / dt and the engine rotation acceleration dNe / dt are the target values set by the target value setting unit 86. The MG1 torque Tg and the MG2 torque Tm are controlled by feedback control based on the engine torque Te and the transmission torque transmitted by the stepped speed change unit 20. The total torque of the engine direct torque Td appearing in the ring gear R0 and the MG2 torque Tm due to the reaction force torque due to the MG1 torque Tg with respect to the engine torque Te is the AT input torque Ti to the stepped transmission unit 20, so the MG1 torque Tg Controlling the MG2 torque Tm is synonymous with controlling its AT input torque Ti.

In the shift control of the stepped transmission unit 20, power-on upshift, which is an upshift in the power-on state, power-on-downshift, which is a downshift in the power-on state, and power-off, which is an upshift in the power-off state. There are various shift patterns (shift modes) such as upshift and power-off downshift, which is a downshift in a power-off state. The shift in the power-on state is, for example, a shift determined by increasing the accelerator opening degree θacc or a shift determined by an increase in the vehicle speed V while the accelerator is kept on. The shift in the power-off state is, for example, a shift determined by a decrease in the accelerator opening degree θacc or a shift determined by a decrease in the vehicle speed V while the accelerator is off. If neither the release side engaging device nor the engaging side engaging device is in a state of generating transmission torque during shifting, the AT input rotation speed Ni (= MG2 rotation speed Nm) is set in the power-on state. While it is increased as a matter of course, the MG2 rotation speed Nm is decreased as a matter of course in the power-off state. Therefore, the MG2 rotation speed Nm cannot be changed toward the synchronous rotation speed Nmsyca after shifting, and in the power-on-up shift and power-off downshift, the engaging side engaging device that forms the AT gear stage after shifting. It is preferable to advance the shift by generating a transmission torque. On the other hand, in power-off upshifts and power-on-downshifts, where the MG2 rotation speed Nm can be changed toward the synchronous rotation speed Nmsyca after shifting, the transmission of the release side engaging device that forms the AT gear stage before shifting It is preferable to advance the shifting by reducing the torque. Therefore, in the power-on upshift and the power-off downshift, the shift progress side engaging device is the engaging side engaging device. On the other hand, in the power-off upshift and the power-on-downshift, the shift progress side engaging device is the release side engaging device. The shift progress side engaging device is an engaging device on the side of the release side engaging device and the engaging side engaging device in the stepped speed change unit 20 that advances the shift, that is, an engaging device that is the main body that advances the shift. is there.

Specifically, the feedback control unit 88 uses the predetermined equation (1) to obtain the respective target values of the MG2 rotational acceleration dNm / dt and the engine rotational acceleration dNe / dt, the engine torque Te, and the AT. MG1 torque Tg and MG2 torque Tm are calculated based on the transmission torque Tat. The feedback control unit 88 outputs each rotary machine control command signal Smg for obtaining the calculated MG1 torque Tg and MG2 torque Tm to the inverter 52. The following equation (1) is established for each of the g-axis, e-axis, and m-axis (see FIG. 3) in the stepless speed change unit 18, for example, inertia (= inertia), rotational acceleration, and on-axis torque. The equation of motion shown by and the stepless speed change unit 18 have two degrees of freedom (that is, two degrees of freedom that when the rotation speed of each of the two axes of each axis is determined, the rotation speed of the remaining one axis is determined). It is an equation derived based on the relational expression between each other defined by the above. Therefore, the values a ₁₁ , ..., b ₁₁ , ..., C ₂₂ in each of the 2 × 2 matrices in the following equation (1) are each of the rotating members constituting the continuously variable transmission unit 18. The value is composed of a combination of inertia and the gear ratio ρ0 of the differential mechanism 32.

The target MG2 rotational acceleration dNmtag and the target engine rotational acceleration dNetag are applied to the MG2 rotational acceleration dNm / dt and the engine rotational acceleration dNe / dt in the equation (1), respectively. In the target value setting unit 86, for example, the speed change of the stepped speed change unit 20 is among various shift patterns so that the MG2 rotation speed Nm and the engine rotation speed Ne in the inertia phase show predetermined behaviors Mmg2 and Meng, respectively. The target MG2 is based on which shift pattern, which AT gear stage the shift is made, which simulated gear gear the shift is made, and what kind of operating state the engine 14 is in. The rotational acceleration dNmtag and the target engine rotational acceleration dNetag are set. Therefore, when the stepped speed change unit 20 shifts, the feedback control unit 88 changes the MG2 rotation speed Nm with the predetermined behavior Mmg2 during the inertia phase in the shift transition of the stepped speed change unit 20, that is, the MG2 rotation acceleration. It can be said that the AT input torque Ti is controlled by feedback control so that dNm / dt becomes the target MG2 rotation acceleration dNmtag that changes the MG2 rotation speed Nm toward the synchronous rotation speed Nmsyca after shifting. In this embodiment, this control by the feedback control unit 88 during the inertia phase is also referred to as rotational speed feedback control (= rotational speed FB control).

The engine torque Te in the above formula (1) is, for example, the engine torque Te at the engine rotation speed Ne at that time when the engine power Pe that realizes the required drive power Pdem is obtained.

The AT transmission torque Tat in the above formula (1) is the sum of the converted values obtained by converting each transmission torque that needs to be handled by each of the engaging devices CB when shifting the stepped transmission unit 20 on the intermediate transmission member 30. This is a value, that is, a value obtained by converting the transmission torque transmitted by the stepped transmission unit 20 onto the intermediate transmission member 30. Since the formula (1) is a model formula for advancing the shift of the stepped transmission unit 20, in the present embodiment, the AT transmission torque Tat in the equation (1) is mainly used to advance the shift for convenience. The transmission torque of the gear shifting side engaging device is converted to a value on the intermediate transmission member 30. In the above equation (1), a feedforward value is given as the value of the transmission torque of the gear shifting traveling side engaging device.

The AT shift control unit 82 determines, for example, the shift pattern of the stepped shift unit 20 and which AT gear stage the shift is made so as to balance the shift shock suppression and shift time of the stepped shift unit 20. The transmission torque of the gear shifting traveling side engaging device is set based on the base torque Tib according to the required drive power Pdem, using a predetermined relationship for each different gear shifting type.

The base torque Tib is, for example, a required input torque Tidem obtained by converting the required drive torque Tdem into a value on the intermediate transmission member 30. The required drive torque Tdem is a value calculated based on the accelerator opening degree θacc, and the required input torque Tidem reflects the change in the accelerator opening degree θacc as it is. Therefore, from the viewpoint of suppressing the fluctuation of the base torque Tib due to the change of the accelerator opening degree θacc, the value after the required input torque Tidem is smoothed may be used as the base torque Tib.

The feedback control unit 88 ends the rotation speed FB control when the MG2 rotation speed Nm is synchronized with the synchronous rotation speed Nmsyca after the shift during the inertia phase in the shift transition of the stepped shift unit 20. In the rotational speed FB control by the feedback control unit 88, the AT input torque Ti is controlled so as to be the target MG2 rotational acceleration dNmtag and the target engine rotational acceleration dNetag. Therefore, the AT input torque Ti at the end of the rotational speed FB control is the base torque. It may be divergent from Tib. Therefore, the AT input torque Ti deviating from the base torque Tib is returned to the base torque Tib after synchronization with the MG2 rotation speed Nm.

When the MG2 rotation speed Nm is synchronized with the synchronous rotation speed Nmsyca after shifting in the rotation speed FB control by the feedback control unit 88, the return control unit 90 determines the AT input torque Ti toward the base torque Tib. By executing the return control that gradually changes at the rate Rti, the AT input torque Ti that deviates from the base torque Tib is returned to the base torque Tib. The return control unit 90 controls MG1 torque Tg and MG2 torque Tm so as to return the AT input torque Ti to the base torque Tib. The return control unit 90 ends the return control when the AT input torque Ti matches the base torque Tib, that is, when the AT input torque Ti is returned to the base torque Tib. When the base torque Tib at the start of the return control is higher than the AT input torque Ti, the predetermined rate Rti is set to a positive value, while the base torque Tib at the start of the return control is lower than the AT input torque Ti. The predetermined rate Rti at the time is set to a negative value. In this embodiment, the return control by the return control unit 90 is also referred to as torque return control.

The return control unit 90 sets a predetermined rate Rti based on, for example, which shift pattern the shift of the stepped shift unit 20 immediately before the return control is, and which AT gear stage the shift is between. .. The predetermined rate Rti is, for example, a predetermined rate of change dTi / dt of the AT input torque Ti that achieves both quick recovery within a predetermined time and suppression of shock due to too fast recovery. , Agree with the prescribed torque change rate. This predetermined time is, for example, a predetermined maximum time that can be allowed as the time required to return the AT input torque Ti to the base torque Tib. In this embodiment, the fact that the predetermined rate Rti is large and small is the same as the fact that the absolute value of the rate of change dTi / dt of the AT input torque Ti is large and small.

When the MG1 torque Tg and / or the MG2 torque Tm is limited by the input / output powers Win and Wout, the MG1 torque Tg is set so that the MG2 rotational acceleration dNm / dt and the engine rotational acceleration dNe / dt become their respective target values. There is a possibility that the MG2 torque Tm cannot be controlled. In such a case, there is a possibility that appropriate shifting performance requirements cannot be obtained, for example, the shifting time becomes long or a shifting shock occurs.

Therefore, the target value setting unit 86 obtains an appropriate shift performance requirement based on the limited state of the battery power Pbat when the stepped shift unit 20 is shifted by the AT shift control unit 82, and the target MG2 rotational acceleration dNmtag and the target Set the engine rotation acceleration dNetag.

The limited state of the battery power Pbat can be determined by the input / output possible powers Win and Wout of the battery 54. For example, if the actual input / output powers Win and Wout of the battery 54 are in a state of 100 [%] to a predetermined value [%] with respect to the maximum input / output power specified by the rating of the battery 54, the battery power Pbat The limited state of is a state without battery limit, which is a state in which the battery power Pbat is not limited. Further, if the actual input / output powers Win and Wout of the battery 54 are less than a predetermined value [%] with respect to the maximum input / output power, the battery power Pbat is limited in the limited state of the battery power Pbat. It is considered to be in a state with battery limitation. That is, the actual inputtable power Win of the battery 54 is equal to or higher than the input side threshold Winth (= maximum inputtable power × predetermined value [%]), and the actual outputable power Wout of the battery 54 is the output side threshold Woutth (= maximum output). If it is more than possible power x predetermined value [%]), it is considered that there is no battery limit. If the actual inputtable power Win of the battery 54 is less than the input side threshold Winth, or the actual output power Wout of the battery 54 is less than the output side threshold Woutth, the battery is in a limited state. The above-mentioned predetermined value [%], that is, the input side threshold value Winth and the output side threshold value Woutth are, for example, input / output possible powers Win and Wout capable of outputting MG1 torque Tg and MG2 torque Tm required for obtaining appropriate shifting performance requirements. It is a predetermined threshold value for determining that.

If the limited state of the battery power Pbat is the non-battery limited state, the target value setting unit 86 sets the target MG2 rotational acceleration dNmtag and the target engine rotational acceleration dNetag using the predetermined predetermined shift time TMina as described above. Set. When the limited state of the battery power Pbat is the battery limited state, the target value setting unit 86 changes the predetermined shift time TMina used in the non-battery limited state, thereby changing the target MG2 rotational acceleration dNmtag and the target engine rotational acceleration dNetag. To set. Therefore, in the state with battery limitation, the predetermined behavior Mmg2, Meng, that is, the target trajectory is changed as compared with the state without battery limitation. Depending on the shift pattern, only the predetermined behavior Mmg2 can be changed, or only the predetermined behavior Meng can be changed.

By the way, in the rotation speed FB control as described above, it is premised that the actual engine rotation speed Ne matches the target engine rotation speed before the shift and the target engine rotation speed Netagtmp after the shift before and after the shift of the stepped speed change unit 20. The target MG2 rotational acceleration dNmtag and the target engine rotational acceleration dNetag are set as. On the other hand, in the state with battery limitation, MG1 torque Tg and / or MG2 torque Tm is limited. Therefore, as shown in FIG. 11, other than the rotation speed FB control section (see before t1c and after t2c). When the engine direct torque Td and MG2 torque Tm generated by MG1 torque Tg are controlled according to the required drive torque Tdem, if the achievement of the required drive torque Tdem is prioritized, the actual engine speed Ne is the target before shifting. It may deviate from the engine speed and the target engine speed Netagtmp after shifting. Then, as shown in FIG. 12, when the actual engine speed Ne deviates from the pre-shift target engine speed (see [2] and [3]), the pre-shift target engine speed and the actual engine speed Compared with the case where Ne is the same (see [1]), the amount of change in inertial energy in the rotational speed FB control during shifting of the stepped speed change unit 20 changes. Therefore, in the rotation speed FB control using the predetermined shift time TMina when there is no battery limit, the balance of the inertia energy during the shift transition is lost, and the shift performance requirements such as shift shock suppression and shift responsiveness cannot be satisfied. There is a risk. Since such a phenomenon is caused by the deviation between the actual engine rotation speed Ne and the target engine rotation speed outside the section of the rotation speed FB control, changing the predetermined shift time TMina as described above, that is, the target trajectory. Even if the above speed is changed, it may not be possible to obtain a sufficient effect on the deterioration of the speed change performance requirement due to the imbalance of the inertial energy during the speed change transition. Further, as shown in FIG. 11, in a state where the battery is limited, when the actual engine rotation speed Ne is higher than the pre-shift target engine rotation speed and the post-shift target engine rotation speed Netagtmp except in the rotation speed FB control section, there is a step. After the rotation speed FB control in the upshift of the transmission unit 20 is completed, the actual engine rotation speed Ne rises from the target engine rotation speed Netagtmp after the shift. Then, in spite of the upshift, the behavior opposite to the theory of the upshift, such as the engine rotation speed Ne jumping up after the shift is completed, may cause the driver to feel uncomfortable and the drivability may be deteriorated. The above-mentioned problems such as deterioration of shifting performance requirements and deterioration of drivability are remarkable in the upshift of the stepped transmission unit 20, especially in the case of power-off upshift. Further, the predetermined value [%], that is, the input side threshold value Winth and the output side threshold value Woutth are the MG1 torque Tg and the MG1 torque Tg required for the occurrence of problems such as deterioration of shifting performance requirements and deterioration of drivability. It is also a predetermined threshold value for determining that the input / output possible powers Win and Wout can output the MG2 torque Tm.

In response to the above problem, the target value setting unit 86 may change the speed of the stepped speed change unit 20 in order to satisfy the speed change performance requirement of the stepped speed change unit 20 even when the battery power Pbat is limited. , The final target engine rotation speed as the target engine rotation speed after shifting is set based on the limited state of the battery power Pbat. The target engine rotation speed Netagtmp after shifting is based on, for example, the engine rotation speed Ne in each simulated gear stage as shown in FIG. 6, the simulated gear stage after shifting of the stepped transmission unit 20, and the output rotation speed No. The final target engine speed is the post-gear target engine speed calculated in consideration of the limited state of the battery power Pbat. As will be described later, when there is no battery limit, the target engine rotation speed Netagtmp after shifting and the final target engine rotation speed are set to the same value.

Specifically, the electronic control device 80 further determines the state in order to realize the control function for satisfying the shifting performance requirement of the stepped transmission unit 20 even under the situation where the battery power Pbat is limited. A means, that is, a state determination unit 92 is provided.

When the hydraulic control command signal Sat for shift control of the stepped speed change unit 20 is output, the state determination unit 92 determines whether or not it is in the inertia phase in the shift control. For example, the state determination unit 92 determines whether or not it is in the inertia phase based on whether or not the rotation speed FB control is being executed. Further, the state determination unit 92 determines whether or not the upshift of the stepped transmission unit 20 is being executed based on the hydraulic control command signal Sat or the like. Further, the state determination unit 92 determines whether the actual input power Win of the battery 54 is less than the input side threshold Winth, or the actual output power Wout of the battery 54 is less than the output side threshold Woutth. It is determined whether or not the limited state of the power Pbat is the battery limited state. Further, the state determination unit 92 determines whether or not the power is off based on the accelerator opening degree θacc. If the state determination unit 92 determines that the power-off state is not present, the state determination unit 92 determines whether or not there is a history of determining that the power-off state is present during the shifting of the stepped transmission unit 20.

The target value setting unit 86 is determined by the state determination unit 92 to be in the inertia phase in the shift control of the stepped speed change unit 20, and is determined to be performing the upshift of the stepped speed change unit 20. If it is determined that the engine is in the battery limited state and the power is off, the target engine after shifting is the target engine after shifting, which is the rotation speed of the target engine after shifting used in the state with battery limitation. Calculate the rotation speed Netaglim. Specifically, the target value setting unit 86 calculates the target engine rotation speed 1 for achieving the drivability requirement that the engine rotation speed Ne always decreases after the upshift of the stepped transmission unit 20. The target engine rotation speed 1 may be any value as long as it is the target engine rotation speed at which the engine rotation speed Ne does not increase after the end of shifting, or may be a value obtained on a trial basis, or the required drive torque Tdem or the input / output power Win, Wout. It may be a value obtained from such as. The target engine rotation speed 1 is, for example, an engine rotation speed Ne that is presumed to be controlled after the end of shifting in a state with battery limitation. Further, the target value setting unit 86 calculates the target engine rotation speed 2 that can guarantee the progress of the upshift of the stepped transmission unit 20. The target engine rotation speed 2 may be any value as long as it is a target engine rotation speed at which the shift progress does not stop during shifting, and may be a value obtained on a trial basis or a value obtained from the energy conservation law. The target engine rotation speed 2 is, for example, a target engine rotation speed at which shift progress can be guaranteed with respect to a predetermined shift time TMina used when there is no battery limit. Under the condition that the battery is limited, the higher the engine speed Ne, the easier it is to shift gears. Also, when "target engine speed 1> target engine speed 2", the appropriate driving force after shifting is completed. Since the engine speed Ne is high to generate, the engine speed Ne is always lowered by controlling the engine direct torque Td and MG2 torque Tm generated by MG1 torque Tg according to the required drive torque Tdem. In consideration of the fact that the drivability requirement can be achieved by changing to the side to be driven, the target value setting unit 86 shifts the higher of the target engine speed 1 and the target engine speed 2 during battery limitation. The rear target engine speed is Netaglim.

In addition to calculating the target engine rotation speed Netaglim after shifting during battery limitation, the target value setting unit 86 is the upper limit of the target engine rotation speed used when the battery is limited, which is the upper limit of the target engine rotation speed during battery limitation. Calculate the value Netaglimgd. The target engine speed upper limit value Netaglimgd during battery limitation is used as a guard when the target engine rotation speed Netaglim becomes a value on the side of increasing the engine speed Ne despite the upshift after shifting during battery limitation. The target engine speed upper limit value Netaglimgd during battery limitation should be a value that can realize that the engine speed Ne does not rise during the upshift, which is the minimum drivability even if the shift progress is sacrificed to some extent. It may be a value obtained from the target, or a value obtained from the law of conservation of energy.

The target value setting unit 86 guards the target engine rotation speed Netaglim after shifting during battery limitation with the target engine rotation speed upper limit value Netagligmgd during battery limitation. That is, when the target engine rotation speed Netaglim after the shift during battery limitation is higher than the target engine rotation speed upper limit Netaglimgd during battery limitation, the target value setting unit 86 sets the battery limitation target engine rotation speed upper limit Netaglimgd. Is the target engine speed Netaglim after shifting during battery limitation.

The target value setting unit 86 sets the target engine rotation speed Netaglim as the final target engine rotation speed after the battery is limited and the target engine rotation speed is guarded by the upper limit value Netaglimgd during the battery limitation.

The state determination unit 92 determines that the stepped transmission unit 20 is in the inertia phase in the shift control, determines that the upshift of the stepped speed change unit 20 is being executed, and has a battery limit. If it is determined that there is, it is determined that it is not in the power-off state, and it is determined that there is a history of determining that it is in the power-off state, the latest final target engine speed, that is, the target engine after shifting during battery limitation It is determined whether or not there is a difference between the rotation speed Netaglim and the target engine rotation speed Netagtmp after shifting. The latest final target engine rotation speed is the final target engine rotation speed calculated last time in the control operation shown in the flowchart of FIG. 8 to be repeatedly executed.

When the state determination unit 92 determines that there is a difference between the target engine rotation speed Netaglim after shifting and the target engine rotation speed Netagtmp after shifting, the target value setting unit 86 determines after shifting during battery limiting. The final target engine speed is set based on the target engine speed Netaglim and / or the target engine speed Netagtmp after shifting. Specifically, the target value setting unit 86 gives priority to the power during shifting, and sets the target engine rotation speed Netaglim as it is as the final target engine rotation speed after shifting during battery limitation. Alternatively, the target value setting unit 86 gives priority to drivability during and after shifting, and considers a value obtained experimentally and progress of shifting, or a predetermined rate during battery limitation and target engine rotation after shifting. The value obtained by connecting the speed Netaglim and the target engine rotation speed Netagtmp after shifting is taken as the final target engine rotation speed. Alternatively, the target value setting unit 86 gives priority to the shift speed and sets the target engine rotation speed Netagtmp after the shift as the final target engine rotation speed.

When the state determination unit 92 determines that the target value setting unit 86 is in the inertia phase in the shift control of the stepped speed change unit 20, the state determination unit 92 is executing the upshift of the stepped speed change unit 20. It is determined that it is not, it is determined that there is no battery limited state, it is determined that there is no history of determining that it is not in the power-off state and it is in the power-off state, or the battery is limited. If it is determined that there is no difference between the post-shift target engine speed Netaglim and the post-shift target engine speed Netagtmp, the post-shift target engine speed Netagtmp is set as the final target engine speed.

The target value setting unit 86 calculates the target engine rotational acceleration dNetag using the final target engine rotational speed. Therefore, the final target engine rotation speed is the target engine rotation speed after shifting.

FIG. 8 is a flowchart illustrating a control operation for satisfying the shift performance requirement of the stepped transmission unit 20 even when the main part of the control operation of the electronic control device 80, that is, the battery power Pbat is limited. For example, it is repeatedly executed while the vehicle 10 is traveling, particularly when the hydraulic control command signal Sat for shifting control of the stepped speed change unit 20 is output. 9 and 10 are examples of time charts when the control operation shown in the flowchart of FIG. 8 is executed, respectively.

In FIG. 8, first, in step S10 corresponding to the function of the target value setting unit 86 (hereinafter, step is omitted), for example, the engine rotation speed Ne in each simulated gear stage as shown in FIG. 6 and the stepped transmission unit. The target engine rotation speed Netagtmp after the shift is calculated based on the simulated gear stage after the shift of 20 and the output rotation speed No. Next, in S20 corresponding to the function of the state determination unit 92, it is determined whether or not it is in the inertia phase in the shift control of the stepped transmission unit 20. If the judgment of S20 is denied, this routine is terminated. If the determination in S20 is affirmed, it is determined in S30 corresponding to the function of the state determination unit 92 whether or not the upshift of the stepped transmission unit 20 is being executed. If the determination in S30 is affirmed, it is determined in S40 corresponding to the function of the state determination unit 92 whether or not the limited state of the battery power Pbat is the battery limited state. If the determination in S40 is affirmed, it is determined in S50 corresponding to the function of the state determination unit 92 whether or not it is in the power-off state. If the determination in S50 is affirmed, the target engine rotation speed Netaglim is calculated after shifting during battery limitation in S60 corresponding to the function of the target value setting unit 86. Next, in S70 corresponding to the function of the target value setting unit 86, the target engine rotation speed upper limit value Netaglimgd during battery limitation is calculated. Next, in S80 corresponding to the function of the target value setting unit 86, the target engine rotation speed Netaglim after the shift during battery limitation is guarded by the upper limit value Netaglimgd of the target engine rotation speed during battery limitation. Next, in S90 corresponding to the function of the target value setting unit 86, the target engine rotation speed Netaglim after the battery limitation is set as the final target engine rotation speed after the upper limit is guarded by the upper limit guarded by the upper limit value Netaglimgd of the target engine rotation speed during battery limitation. To. On the other hand, if the determination in S50 is denied, it is determined whether or not the S100 corresponding to the function of the state determination unit 92 has a history of determining that the power-off state is in the stepped transmission unit 20 during shifting. Will be done. If the determination of S100 is affirmed, in S110 corresponding to the function of the state determination unit 92, the latest final target engine rotation speed, that is, the target engine rotation speed Netaglim after shifting during battery limitation and the target engine rotation speed Netagtmp after shifting Whether or not there is a difference between them is determined. If the determination of S110 is affirmed, in S120 corresponding to the function of the target value setting unit 86, the final target engine rotation is based on the target engine rotation speed Netaglim and / or the target engine rotation speed Netagtmp after shifting during battery limitation. The speed is set. For example, the final target engine rotation speed is a value obtained by connecting the difference between the target engine rotation speed Netaglim after shifting during battery limitation and the target engine rotation speed Netagtmp after shifting by a predetermined method. On the other hand, when the judgment of S30 is denied, or the judgment of S40 is denied, or the judgment of S100 is denied, or the judgment of S110 is denied, In S130 corresponding to the function of the target value setting unit 86, the target engine rotation speed Netagtmp after shifting is set as the final target engine rotation speed.

FIG. 9 is a diagram showing an example of a case where the power-off upshift of the stepped transmission unit 20 is executed in a state where the battery is limited, and corresponds to the control operation of S60-S90 shown in the flowchart of FIG. .. In FIG. 9, the time point t1a indicates the time point when the output of the hydraulic control command signal Sat for executing the n → n + a (a is a positive integer, for example, “1”) upshift of the stepped transmission unit 20 is started. ing. During the upshift, the target engine speed Netagtmp after shifting is calculated. During the inertia phase (see t2a-t3a), the target engine speed Netaglim after shifting during battery limitation is calculated (see part A), and the target engine speed upper limit value Netaglimgd during battery limitation is calculated (see part B). , Target engine rotation speed upper limit value during battery limitation Netaglim is the final target engine rotation speed after the upper limit is guarded by Netaglimgd. In the comparative example shown by the broken line, since the target engine rotation acceleration dNetag is calculated using the target engine rotation speed Netagtmp after shifting, the shift stagnation (see t2a-t4a) and shift shock (see front-rear acceleration G) worsen. There is a risk of In addition, after the end of the rotation speed FB control, the engine rotation speed Ne rises from the target engine rotation speed Netagtmp after shifting, which may deteriorate drivability (see after t4a). On the other hand, in the present embodiment shown by the solid line, the shifting performance requirement and drivability can be improved by calculating the target engine rotational acceleration dNetag using the final target engine rotational speed. In the state with battery limitation, the predetermined shift time TMina used in the state without battery limitation may be changed, and as shown in the engine rotation speed Ne of this embodiment, the speed is reduced immediately after the start of the inertia phase. Instead of setting the target trajectory as described above, the target trajectory may be set so as to start the decrease after maintaining the predetermined delay time.

FIG. 10 is a diagram showing an example of a case where the power-on state is set during a transition in which the power-off upshift of the stepped transmission unit 20 is executed in a state where the battery is limited, and FIG. It corresponds to the control operation of. In FIG. 10, the time point t1b indicates the time point when the output of the hydraulic control command signal Sat for executing the n → n + a upshift of the stepped transmission unit 20 is started. During the upshift, the target engine speed Netagtmp after shifting is calculated. During the inertia phase (see t2b and t4b), the target engine speed Netaglim after shifting during battery limitation and the target engine speed upper limit Netaglimgd during battery limitation are calculated, and the upper limit is calculated by the battery limitation target engine speed upper limit Netaglimgd. The target engine speed after shifting during battery limitation after being guarded is set to the final target engine speed. If there is a difference between the final target engine speed and the post-shift target engine speed Netagtmp when the power is turned on by the accelerator on (see t3b), the target engine speed after shift during battery limitation The final target engine speed is set based on the speed Netaglim and / or the target engine speed Netagtmp after shifting. For example, the target engine rotation speed Netaglim after shifting during battery limitation is used as the final target engine rotation speed (see part C). Alternatively, the final target engine rotation speed is a value obtained by connecting the target engine rotation speed Netaglim after shifting and the target engine rotation speed Netagtmp after shifting at a predetermined rate during battery limitation (see Part D). Alternatively, the target engine rotation speed Netagtmp after shifting is set as the final target engine rotation speed (see part E).

As described above, according to the present embodiment, when the stepped speed change unit 20 shifts, the MG2 rotation speed Nm and the engine rotation speed Ne each have predetermined behaviors Mmg2, Meng toward the target rotation speed after each shift. When MG1 torque Tg and MG2 torque Tm are controlled so as to change with, the final target engine rotation speed as the target engine rotation speed after shifting is set based on the limited state of the battery power Pbat. Even under a situation where the power Pbat is limited, it is possible to suppress the imbalance of the inertial energy of the stepped transmission unit 20 during the shift transition. Therefore, even under the condition that the battery power Pbat is limited, the shifting performance requirement of the stepped transmission unit 20 can be satisfied.

Further, according to this embodiment, since the final target engine rotation speed is set based on the limited state of the battery power Pbat, the actual engine rotation speed Ne is blown up after the upshift of the stepped transmission unit 20 is completed. Is suppressed, and deterioration of drivability is suppressed.

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

For example, in the above-described embodiment, the friction of the engine 14 and the drag in the case 16 change depending on the engine cooling water temperature and the hydraulic oil temperature THoil, which affects the balance of inertial energy. Therefore, the engine cooling water temperature and the hydraulic oil temperature THoil are used as the basis. Therefore, the value of the target engine rotation speed Netaglim after shifting during battery limitation may be changed, the value of the target engine rotation speed upper limit value Netaglimgd during battery limitation may be changed, or the final target engine rotation. You may change the speed value.

Further, in the above-described embodiment, MG2 rotational acceleration dNm / dt and engine rotational acceleration dNe / dt are exemplified as values representing the target values in the shift control using the model equation of the above equation (1). Not limited to. For example, the value representing the target value may be a rotation speed or the like. In this case, in the shift control using the model formula of the above formula (1), the AT input torque Ti is controlled by the known PI control that calculates the feedback control amount based on the difference between the target value and the actual value of the rotation speed. You may.

Further, in the above-described embodiment, the vehicle 10 has a differential mechanism 32 which is a single pinion type planetary gear device, and includes a continuously variable transmission unit 18 which functions as an electric transmission mechanism. Not limited to. For example, the continuously variable transmission unit 18 may be a transmission mechanism whose differential action can be limited by the control of a clutch or brake connected to a rotating element of the differential mechanism 32. Further, the differential mechanism 32 may be a double pinion type planetary gear device. Further, the differential mechanism 32 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. Further, even if the differential mechanism 32 is a differential gear device in which the first rotary machine MG1 and the intermediate transmission member 30 are respectively connected to a pinion driven by the engine 14 and a pair of bevel gears meshing with the pinion. good. Further, in the differential mechanism 32, in a configuration in which two or more planetary gear devices are interconnected by some rotating elements constituting the differential mechanism 32, an engine, a rotating machine, and a driving wheel are respectively connected to the rotating elements of the planetary gear device. It may be a mechanism that is connected so that power can be transmitted.

Further, in the above-described embodiment, the planetary gear type stepped transmission unit 20 is exemplified as the stepped transmission forming a part of the power transmission path between the output rotating member of the electric transmission mechanism and the drive wheels. However, the present invention is not limited to this aspect. For example, this stepped transmission is a synchronous meshing parallel two-axis automatic transmission, which has two input shafts, and an engaging device (clutch) is connected to each input shaft of each system, and each has an even number of stages. A stepped transmission such as a known DCT (Dual Clutch Transmission), which is a type of transmission connected to an odd number of gears, may be used. In the case of DCT, a predetermined engaging device among the plurality of engaging devices and an engaging device involved in shifting correspond to an engaging device connected to each input shaft of the two systems.

Further, in the above-described embodiment, an embodiment in which 10 types of simulated gear stages are assigned to 4 types of AT gear stages has been illustrated, but the embodiment is not limited to this mode. Preferably, the number of simulated gear stages may be equal to or greater than the number of AT gear stages and may be the same as the number of AT gear stages, but it is desirable that the number of stages is larger than the number of AT gear stages, for example, twice. The above is appropriate. The shift of the AT gear stage is performed so that the rotation speed of the intermediate transmission member 30 and the second rotary machine MG2 connected to the intermediate transmission member 30 is maintained within a predetermined rotation speed range, and is simulated. The gear speed change is performed so that the engine rotation speed Ne is maintained within a predetermined rotation speed range, and the number of each gear is appropriately determined.

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

10: Vehicle (hybrid vehicle)
14: Engine 18: Electric continuously variable transmission (electric transmission mechanism)
20: Mechanical stepped transmission (stepped transmission)
28: Drive wheel 30: Intermediate transmission member (input rotating member of stepped transmission, output rotating member of electric transmission mechanism)
32: Differential mechanism 54: Battery (power storage device)
80: Electronic control device (control device)
86: Target value setting unit 88: Feedback control unit CB: Engagement device MG1: First rotating machine MG2: Second rotating machine

Claims (1)

The operating state of the first rotating machine is controlled by having an engine, a differential mechanism to which the engine is connected so as to be able to transmit power, and a first rotating machine connected to the differential mechanism so as to be able to transmit power. An electric transmission mechanism in which the differential state of the differential mechanism is controlled, a second rotary machine connected to the output rotation member of the electric transmission mechanism so as to be able to transmit power, and the output rotation member and a drive wheel. A stepped speed change that forms a part of a power transmission path between the two gears and forms one of a plurality of gears by engaging a predetermined engaging device among the plurality of engaging devices. A control device for a hybrid vehicle including a machine and a power storage device for transmitting and receiving power to each of the first rotating machine and the second rotating machine.
At the time of shifting the stepped transmission, the rotation speed of the input rotating member of the stepped transmission and the rotation speed of the engine are the target rotation speeds after each shift during the initial phase in the shift transition of the stepped transmission. Based on the output torque of the engine and the transmission torque transmitted by the stepped transmission so as to change in each predetermined behavior toward the direction, the output torque of the first rotating machine and the second A feedback control unit that controls the output torque of the rotating machine,
A control device for a hybrid vehicle, which includes a target value setting unit for setting a target rotation speed after shifting of the engine based on a limited state of input / output power of the power storage device.

Images