JP2021024458A - Control device for hybrid vehicle - Google Patents

Abstract

To provide a control device capable of ensuring the responsiveness of vehicle deceleration to a vehicle deceleration request even if a supercharging pressure becomes high in a hybrid vehicle using an engine with a supercharger and a rotary machine as driving force sources for traveling.SOLUTION: In such a case that deceleration torque is supplemented with MG2 torque Tm (regenerative torque) of a second rotary machine MG2, the limitation of an input power limit value Win is relaxed on the basis of a supercharging pressure Pchg of an engine 12, and a relaxation amount ΔWin of the input power limit value Win is made larger when the supercharging pressure Pchg of the engine 12 is high compared to when it is low. Accordingly, while the responsiveness of engine braking is deteriorated as the supercharging pressure Pchg of the engine 12 becomes higher, the limitation of the MG2 torque Tm of the second rotary machine MG2 is relaxed when the supercharging pressure Pchg of the engine 12 is high as compared to when it is low, so that the responsiveness of vehicle deceleration to a vehicle deceleration request can be ensured.SELECTED DRAWING: Figure 9

Description

The present invention relates to a control device for a hybrid vehicle in which an engine having a supercharger and a rotating machine are used as a driving force source for traveling.

In a hybrid vehicle using an engine and a rotating machine as a driving force source for traveling, it is known that the regenerative torque of the rotating machine is used as a deceleration torque so that a desired vehicle deceleration can be obtained when the vehicle is decelerated. This is the vehicle regeneration control device of Patent Document 1.

Japanese Unexamined Patent Publication No. 2003-250202 Japanese Unexamined Patent Publication No. 2008-239074

By the way, in a hybrid vehicle equipped with an engine having a supercharger, when the engine is decelerated from the supercharged state in which the supercharger is operating to operate the engine brake, the remaining supercharging pressure is used. The operation of the engine brake is delayed, and as a result, the responsiveness of the vehicle deceleration to the vehicle deceleration request deteriorates. In this case, even if the deceleration torque is supplemented by the regenerative torque of the rotating machine to ensure the responsiveness of vehicle deceleration, for example, if the charging state value of the power storage device is high and the input power limit value of the power storage device is low. , The regenerative torque is limited by the input power limit value, the desired vehicle deceleration cannot be obtained, and there is a risk that the responsiveness of the vehicle deceleration cannot be ensured.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to meet a vehicle deceleration requirement in a hybrid vehicle in which an engine having a supercharger and a rotating machine are used as a driving force source for traveling. An object of the present invention is to provide a control device capable of ensuring the responsiveness of vehicle deceleration.

The gist of the first invention is that (a) an engine having a supercharger, a rotating machine, and a power storage device for transmitting and receiving electric power to the rotating machine are provided, and the engine and the rotating machine are provided. A control device for a hybrid vehicle used as a driving force source for traveling, (b) an input power limit value setting unit that sets an input power limit value of the power storage device based on the power storage state of the power storage device, and (c). ) Regeneration control that regenerates and controls the rotating machine so as to supplement the deceleration torque for decelerating the vehicle by the regenerating torque while limiting the regenerative torque of the rotating machine based on the input power limit value at the time of vehicle deceleration. In the case where the deceleration torque is supplemented by the regenerative torque, the input power limit value is relaxed based on the boost pressure of the engine, and when the boost pressure of the engine is high, compared with when it is low. It is characterized by including an input power limit value relaxation unit for increasing the relaxation amount of the input power limit value.

Further, the gist of the second invention is that in the control device of the hybrid vehicle of the first invention, the input power limit value relaxation unit reduces the relaxation amount of the input power limit value as the boost pressure of the engine increases. It is characterized by making it larger.

Further, the gist of the third invention is that in the control device of the hybrid vehicle of the first invention or the second invention, the regenerative control unit regenerates and controls the rotary machine based on the boost pressure of the engine. It is characterized by.

Further, the gist of the fourth invention is that in the control device of the hybrid vehicle of any one of the first to third inventions, the electric power stored in the power storage device is discharged based on the boost pressure of the engine. It is characterized by further including a discharge control unit for controlling.

Further, the gist of the fifth invention is that in the control device of the hybrid vehicle according to any one of the first to fourth inventions, when the relaxation amount of the input power limit value is limited, the supercharging of the engine is performed. It is characterized by further including a boost pressure limiting unit that limits the pressure.

According to the control device for the hybrid vehicle of the first invention, when the deceleration torque is supplemented by the regenerative torque of the rotating machine, the input power limit value is relaxed based on the boost pressure of the engine, and the boost pressure of the engine is increased. When it is high, the amount of relaxation of the input power limit value is larger than when it is low. Therefore, the higher the boost pressure of the engine, the lower the response of the engine brake, but when the boost pressure of the engine is high, the limitation of the regenerative torque of the rotating machine is relaxed as compared with when the boost pressure of the engine is low. The responsiveness of vehicle deceleration to a deceleration request can be ensured. Further, since the relaxation amount of the input power limit value becomes appropriate based on the boost pressure of the engine, the load on the power storage device is reduced and the deterioration of the life of the power storage device is suppressed.

Further, according to the control device for the hybrid vehicle of the second invention, the higher the boost pressure of the engine, the larger the relaxation amount of the input power limit value. Therefore, the higher the boost pressure of the engine, the larger the regenerative torque of the rotating machine. Since it can be increased, the responsiveness of the vehicle deceleration to the vehicle deceleration request can be ensured.

Further, according to the control device for the hybrid vehicle of the third invention, the regenerative torque of the rotating machine is appropriately controlled based on the boosting pressure of the engine, so that the regenerative torque of the rotating machine is appropriately controlled based on the boosting pressure of the engine. The responsiveness of vehicle deceleration to a deceleration request can be ensured.

Further, according to the hybrid vehicle control device of the fourth invention, the electric power stored in the power storage device is discharge-controlled based on the boost pressure of the engine, so that the input power to the power storage device during vehicle deceleration is limited. As a result, it is possible to prevent the regenerative torque of the rotating machine from being limited.

Further, according to the control device for the hybrid vehicle of the fifth invention, when the relaxation amount of the input power limit value is limited, the boost pressure of the engine is limited, so that the regenerative torque of the rotating machine is made small. It is possible to prevent the regenerative torque of the rotating machine from being limited by the input power limit value.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and also is the figure explaining the main part of the control function and the control system for various control in a vehicle. It is a figure explaining the schematic structure of an engine. It is a collinear diagram which shows relative rotation speed of each rotating element in a differential part. It is a figure which shows an example of the optimum engine operating point. It is a figure which shows an example of the power source switching map used for the switching control between a motor running and a hybrid running. It is a figure which shows each operating state of a clutch and a brake in each traveling mode. It is an input / output power limit value map for setting the basic values of the input power limit value and the output power limit value, and an input / output power correction coefficient map for obtaining the input power correction coefficient and the output power correction coefficient. .. It is a relational map which shows the relationship between the supercharging pressure of an engine and the regenerative torque of a 2nd rotary machine. It is a figure which shows the reduction amount of the charge state value set based on the supercharging pressure of an engine. It is a figure which shows the relationship between the supercharging pressure of an engine, and an input power limit value in the region where a charge state value is higher than a limit threshold value. It is a flowchart for demonstrating the control operation which can secure the responsiveness of the vehicle deceleration at the time of deceleration of a vehicle even if the main part of the control operation of an electronic control device, that is, the boost pressure of the engine becomes high. It is a time chart which shows one aspect of the control result based on the control function of an electronic control device, and shows the control result when the charge state value exceeds a predetermined value during traveling. It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and is the figure explaining the vehicle different from the vehicle of FIG. FIG. 3 is an operation chart illustrating the relationship between the shift operation of the mechanical stepped transmission illustrated in FIG. 13 and the operation of the engagement device used therein.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or deformed, and the dimensional ratios and shapes of each part are not necessarily drawn accurately.

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram for explaining a control function and a main part of a control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 is a hybrid vehicle including an engine 12, a first rotary machine MG1, a second rotary machine MG2, a power transmission device 14, and a drive wheel 16.

FIG. 2 is a diagram illustrating a schematic configuration of the engine 12. In FIG. 2, the engine 12 is a driving force source for traveling of the vehicle 10, and is a known internal combustion engine such as a gasoline engine or a diesel engine having a supercharger 18, that is, an engine with a supercharger 18. An intake pipe 20 is provided in the intake system of the engine 12, and the intake pipe 20 is connected to an intake manifold 22 attached to the engine body 12a. An exhaust pipe 24 is provided in the exhaust system of the engine 12, and the exhaust pipe 24 is connected to an exhaust manifold 26 attached to the engine body 12a. The supercharger 18 is a known exhaust turbine type supercharger, that is, a turbocharger, which has a compressor 18c provided in the intake pipe 20 and a turbine 18t provided in the exhaust pipe 24. The turbine 18t is rotationally driven by an exhaust gas, that is, an exhaust flow. The compressor 18c is connected to the turbine 18t and is rotationally driven by the turbine 18t to compress the intake air, that is, the intake air to the engine 12.

The exhaust pipe 24 is provided with an exhaust bypass 28 in parallel for allowing the exhaust gas to flow by bypassing the turbine 18t from the upstream side to the downstream side of the turbine 18t. The exhaust bypass 28 is provided with a wastegate valve (= WGV) 30 for continuously controlling the ratio of the exhaust gas passing through the turbine 18t and the exhaust gas passing through the exhaust bypass 28. The valve opening degree of the wastegate valve 30 is continuously adjusted by operating an actuator (not shown) by an electronic control device 100 described later. The larger the valve opening degree of the wastegate valve 30, the easier it is for the exhaust gas of the engine 12 to be exhausted through the exhaust bypass 28. Therefore, in the supercharged state of the engine 12 in which the supercharging action of the supercharger 18 is effective, the supercharging pressure Pchg by the supercharger 18 becomes lower as the valve opening degree of the wastegate valve 30 is larger. The supercharging pressure Pchg by the supercharger 18 is the pressure of the intake air, and is the air pressure on the downstream side of the compressor 18c in the intake pipe 20. The side where the supercharging pressure Pchg is low is, for example, the side where the supercharging action of the supercharger 18 is not effective at all and the pressure of the intake air in the non-supercharged state of the engine 12, and from a different point of view, the supercharger 18 is provided. It is the side that becomes the intake pressure in the engine that is not.

An air cleaner 32 is provided at the inlet of the intake pipe 20, and an air flow meter 34 for measuring the intake air amount Qair of the engine 12 is provided in the intake pipe 20 downstream of the air cleaner 32 and upstream of the compressor 18c. There is. The intake pipe 20 downstream of the compressor 18c is provided with an intercooler 36, which is a heat exchanger that cools the intake air compressed by the supercharger 18 by exchanging heat between the intake air and the outside air or cooling water. There is. The intake pipe 20 downstream of the intercooler 36 and upstream of the intake manifold 22 is provided with an electronic throttle valve 38 whose opening and closing is controlled by operating a throttle actuator (not shown) by an electronic control device 100 described later. Has been done. The intake pipe 20 between the intercooler 36 and the electronic throttle valve 38 has a boost pressure sensor 40 that detects the boost pressure Pchg by the supercharger 18, and an intake temperature sensor that detects the intake temperature THair, which is the intake temperature. 42 is provided. Near the electronic throttle valve 38 For example, the throttle actuator is provided with a throttle valve opening sensor 44 that detects the throttle valve opening degree θth, which is the opening degree of the electronic throttle valve 38.

The intake pipe 20 is provided in parallel with an air recirculation bypass 46 for recirculating the air by bypassing the compressor 18c from the downstream side to the upstream side of the compressor 18c. The air recirculation bypass 46 is provided with an air bypass valve (= ABV) 48 for suppressing the occurrence of a surge and protecting the compressor 18c by opening the electronic throttle valve 38, for example, when the electronic throttle valve 38 is suddenly closed. ..

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

Returning to FIG. 1, the first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotating machine MG1 and the second rotating machine MG2 can be a driving force source for traveling of the vehicle 10. The first rotating machine MG1 and the second rotating machine MG2 are each connected to the battery 54 provided in the vehicle 10 via the inverter 52 provided in the vehicle 10. In the first rotary machine MG1 and the second rotary machine MG2, the MG1 torque Tg and the second rotary machine MG2, which are the output torques of the first rotary machine MG1, are controlled by the electronic control device 100 described later, respectively. MG2 torque Tm, which is the output torque of the inverter, is controlled. For example, in the case of forward rotation, the output torque of the rotating machine is power running torque for the positive torque on the acceleration side and regenerative torque for the negative torque on the deceleration side. The battery 54 is a power storage device that transmits and receives electric power to each of the first rotating machine MG1 and the second rotating machine MG2. The first rotating machine MG1 and the second rotating machine MG2 are provided in a case 56 which is a non-rotating member attached to a vehicle body.

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

The power transmission device 14 configured in this way is suitably used for a vehicle of the FF (front engine / front drive) system or the RR (rear engine / rear drive) system. Further, in the power transmission device 14, the power output from the engine 12, the first rotary machine MG1, and the second rotary machine MG2 is transmitted to the driven gear 62, and the final gear 66, the differential gear 68, and the like are transmitted from the driven gear 62. It is transmitted to the drive wheels 16 sequentially via the axle 78 and the like. In this way, the second rotary machine MG2 is connected to the drive wheels 16 so as to be able to transmit power. Further, in the power transmission device 14, the shaft length is shortened by arranging the engine 12, the transmission unit 58, the differential unit 60, the first rotating machine MG1 and the second rotating machine MG2 on different axes. Has been transformed. Further, the reduction ratio of the second rotary machine MG2 can be increased. Unless otherwise specified, the above power agrees with torque and force. Further, the drive wheels 16 are provided with a wheel brake 79, and the braking torque applied to the drive wheels 16 is adjusted by controlling the wheel brake oil pressure Pbr applied to an actuator (not shown) of the wheel brake 79. ..

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

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

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

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

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

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

The solid line Leaf in FIG. 3 shows an example of the relative speed of each rotating element in the forward running in the HV running mode, which is a running mode capable of hybrid running (= HV running) in which the engine 12 is used as a power source. .. Further, the solid line Ler in FIG. 3 shows an example of the relative speed of each rotating element in the reverse traveling in the HV traveling mode. In this HV traveling mode, in the second planetary gear mechanism 82, for example, the reaction force of the negative torque by the first rotary machine MG1 with respect to the positive torque engine torque Te input to the second carrier CA2 via the transmission unit 58. When MG1 torque Tg, which is the torque, is input to the second sun gear S2, a positive torque engine direct torque Td appears in the second ring gear R2. For example, when the clutch C1 is engaged and the brake B1 is released and the transmission 58 is in a directly connected state with a gear ratio "1.0", the engine torque Te input to the second carrier CA2 is When the MG1 torque Tg (= −ρ / (1 + ρ) × Te), which is the reaction torque, is input to the second sun gear S2, the engine direct torque Td (= Te / (1 + ρ) = − ( 1 / ρ) × Tg) appears. Then, the total torque of the engine direct torque Td and the MG2 torque Tm transmitted to the driven gears 62 can be transmitted to the drive wheels 16 as the drive torque of the vehicle 10 according to the required driving force. The first rotary machine MG1 functions as a generator when a negative torque is generated in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg. The MG2 torque Tm during forward running is a force running torque that is a positive torque for forward rotation, and the MG2 torque Tm during reverse running is a power running torque that is a negative torque for negative rotation. Further, the MG2 torque during deceleration running is a regenerative torque that becomes a negative torque of positive rotation.

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

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

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

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

Returning to FIG. 1, the vehicle 10 further includes an electronic control device 100 as a controller including a control device for the vehicle 10 related to control of the engine 12, the first rotary machine MG1, the second rotary machine MG2, and the like. .. The electronic control device 100 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 100 includes computers for engine control, rotary machine control, hydraulic control, and the like, if necessary.

The electronic control device 100 includes various sensors provided in the vehicle 10, such as an air flow meter 34, a boost pressure sensor 40, an intake air temperature sensor 42, a throttle valve opening sensor 44, an engine rotation speed sensor 88, and an output rotation speed sensor. 90, MG1 rotation speed sensor 92, MG2 rotation speed sensor 94, shift position sensor 95, accelerator opening sensor 96, battery sensor 98, etc. Various signals based on the detected values (for example, intake air amount Qair, boost pressure Pchg, Intake air temperature THair, throttle valve opening θth, engine rotation speed Ne, output rotation speed No corresponding to vehicle speed V, MG1 rotation speed Ng which is the rotation speed of the first rotary machine MG1, and rotation speed of the second rotary machine MG2. MG2 rotation speed Nm, shift operation position POSsh of the shift lever 97 as a shift switching device provided in the vehicle 10, accelerator opening θacc, which is the amount of accelerator operation of the driver indicating the magnitude of the acceleration operation of the driver, battery 54. The battery temperature THbat, the battery charge / discharge current Ibat, the battery voltage Vbat, etc.) are supplied. Further, from the electronic control device 100, various command signals (for example, an engine control command signal for controlling the engine 12) are transmitted to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 84, etc.) provided in the vehicle 10. Se, the rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, the hydraulic control command signal Sp for controlling the operating states of the clutch C1 and the brake B1, and the wheel brake 79. The hydraulic control command signal Sbr of the wheel brake oil pressure Pbr for controlling the operating state of the wheel brake system is output.

The electronic control device 100 calculates the charge state value SOC [%] as a value indicating the charge state (charge amount) of the battery 54 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. Further, the electronic control device 100 sets input / output power limit values Win and Wout that define the usable range of the battery power Pbat, which is the power of the battery 54, based on, for example, the battery temperature THbat and the charge state value SOC of the battery 54. calculate. The input / output power limit values Win and Wout are the input power limit value Win as the input chargeable power (or rechargeable power) that defines the limit of the input power of the battery 54, and the output possible that defines the limit of the output power of the battery 54. The output power limit value Wout as electric power (or dischargeable power). The input / output power limit values 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 as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. It is made smaller (see FIG. 7 (a)). Further, the input power limit value Win is reduced as the charge state value SOC is higher, for example, in a region where the charge state value SOC is high. Further, the output power limit value Wout is reduced as the charge state value SOC is lower, for example, in a region where the charge state value SOC is low.

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

The hybrid control unit 102 functions as an engine control means for controlling the operation of the engine 12, that is, an engine control unit, and a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit and a power transmission switching means for switching the power transmission state in the transmission unit 58, that is, a function as a power transmission switching unit, and the engine 12, the first rotary machine MG1, and the like by these control functions. And hybrid drive control by the second rotary machine MG2 and the like are executed.

The hybrid control unit 102 applies the accelerator opening θacc and the vehicle speed V to the vehicle 10 by applying the accelerator opening θacc and the vehicle speed V to, for example, a driving force map, which is a relationship that is experimentally or designedly obtained and stored in advance, that is, a predetermined relationship. The required drive torque Twdem, which is the required drive torque Tw, is calculated. This required drive torque Twdem is, in other words, the required drive power Pwdem at the vehicle speed V at that time. Here, the output rotation speed No or the like may be used instead of the vehicle speed V.

The hybrid control unit 102 takes into consideration the required charge / discharge power, which is the charge / discharge power required for the battery 54, and at least one of the engine 12, the first rotary machine MG1, and the second rotary machine MG2. The engine control command signal Se, which is a command signal for controlling the engine 12, and the rotary machine control, which is a command signal for controlling the first rotary machine MG1 and the second rotary machine MG2, so as to realize the required drive power Pwdem by the power source. The command signal Smg is output.

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

FIG. 4 is a diagram showing an example of the optimum engine operating point OPengf on the two-dimensional coordinates with the engine rotation speed Ne and the engine torque Te as variables. In FIG. 4, the solid line Leng shows a set of optimum engine operating points OPengf. The isopower lines Lpw1, Lpw2, and Lpw3 show an example when the required engine power Pedem is the required engine power Pe1, Pe2, and Pe3, respectively. Point A is the engine operating point OPengA when the required engine power Pe1 is realized on the optimum engine operating point OPengf, and point B is the engine operating point when the required engine power Pe3 is realized on the optimum engine operating point OPengf. OPengB. Points A and B are also target values of the engine operating point OPeng represented by the target engine speed Netgt and the target engine torque Tetgt, that is, the target engine operating point OPengtgt, respectively. When the target engine operating point OPengtgt is changed from point A to point B by increasing the accelerator opening θacc, the engine operating point OPeng is controlled to be changed along the path a passing over the optimum engine operating point OPengf. To.

The hybrid control unit 102 selectively establishes the EV traveling mode or the HV traveling mode as the traveling mode according to the traveling state, and travels the vehicle 10 in each traveling mode. For example, when the required drive power Pwdem is in the motor running region smaller than the predetermined threshold value, the hybrid control unit 102 establishes the EV running mode, while the required drive power Pwdem is equal to or higher than the predetermined threshold value. When it is in the hybrid traveling region, the HV traveling mode is established. The hybrid control unit 102 needs to warm up the engine 12 or when the charge state value SOC of the battery 54 is less than a predetermined engine start threshold value even when the required drive power Pwdem is in the motor traveling region. In some cases, the HV driving mode is established. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 12 to charge the battery 54.

FIG. 5 is a diagram showing an example of a power source switching map used for switching control between motor running and hybrid running. In FIG. 5, the solid line Lswp is a boundary line between the motor traveling region and the hybrid traveling region for switching between the motor traveling and the hybrid traveling. A region in which the vehicle speed V is relatively low, the required drive torque Twdem is relatively small, and the required drive power Pwdem is relatively small is predetermined in the motor traveling region. A region in which the vehicle speed V is relatively high, the required drive torque Twdem is relatively large, and the required drive power Pwdem is relatively large is predetermined in the hybrid traveling region. When the charge state value SOC of the battery 54 becomes less than the engine start threshold value or when the engine 12 needs to be warmed up, the motor traveling region in FIG. 5 may be changed to the hybrid traveling region.

When the EV traveling mode is established, the hybrid control unit 102 establishes the independent drive EV mode if the required drive power Pwdem can be realized only by the second rotary machine MG2. On the other hand, when the EV traveling mode is established, the hybrid control unit 102 establishes the dual drive EV mode if the required drive power Pwdem cannot be realized only by the second rotary machine MG2. Even when the required drive power Pwdem can be realized only by the second rotary machine MG2, the hybrid control unit 102 uses the first rotary machine MG1 and the second rotary machine MG2 together rather than using only the second rotary machine MG2. If it is more efficient, the dual drive EV mode may be established.

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

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

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

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

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

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

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

Further, when the accelerator pedal is released or the shift operation position POSsh of the shift lever 97 of the shift switching device is switched to the brake position for operating the engine brake while driving in the HV driving mode, the drive wheel 16 side The engine brake is operated by rotating the engine 12 by the driven torque transmitted from the engine 12. The braking torque generated by the engine brake has low responsiveness to vehicle deceleration, and there is a possibility that vehicle deceleration cannot be obtained promptly in response to a vehicle deceleration request.

On the other hand, the electronic control device 100 functionally includes a regenerative control unit 106 for ensuring the responsiveness of the vehicle deceleration to the vehicle deceleration request. The regenerative control unit 106 limits the MG2 torque Tm, which is the regenerative torque of the second rotary machine MG2, based on the input power limit value Win during vehicle deceleration, and the MG2 torque Tm (regenerative torque) of the second rotary machine MG2. The second rotary machine MG2 is regeneratively controlled so as to supplement the deceleration torque for decelerating the vehicle 10. When the vehicle is decelerating, the braking torque due to the engine brake is supplemented with the MG2 torque Tm (regenerative torque) of the second rotating machine MG2, which is more responsive than the braking torque due to the engine brake, and is necessary for decelerating the vehicle 10. A deceleration torque is quickly obtained, and the responsiveness of vehicle deceleration is ensured. The deceleration torque is a torque required to realize the vehicle deceleration in response to the vehicle deceleration request, and is set to an appropriate value according to the vehicle speed V or the like.

Further, the electronic control device 100 sets an input power limit value Win, which is an upper limit threshold of power that allows charging of the battery 54 based on the charge state value SOC corresponding to the charge state of the battery 54. The setting unit 108 is functionally provided. The input power limit value setting unit 108 sets the basic value Winst of the input power limit value Win based on the battery temperature THbat of the battery 54, and further sets the set basic value Winst based on the charge state value SOC. The input power limit value Win is set by multiplying the input power correction coefficient α.

FIG. 7A is an input / output power limit value map for setting the basic values Winst and Woutst of the input power limit value Win and the output power limit value Wout based on the battery temperature THbat of the battery 54. The input / output power limit value map of FIG. 7A is obtained and stored experimentally or by design in advance. As shown in FIG. 7A, the higher the temperature in the high temperature region of the battery temperature THbat, the lower the basic value Winst of the input power limit value Win and the basic value Woutst of the output power limit value Wout. Further, as the temperature becomes lower in the low temperature region of the battery temperature THbat, the basic value Winst of the input power limit value Win and the basic value Woutst of the output power limit value Wout decrease.

FIG. 7B is an input / output power correction coefficient map for obtaining the input power correction coefficient α and the output power correction coefficient β based on the charge state value SOC of the battery 54. The charge / discharge correction coefficient map of FIG. 7B is obtained and stored experimentally or by design in advance. As shown in FIG. 7B, the higher the charging state value SOC in the region where the charging state value SOC is higher, the lower the input power correction coefficient α is. Further, as the charge state value SOC becomes lower in the region where the charge state value SOC is low, the output power correction coefficient β decreases.

Explaining the input power correction coefficient α, the input power correction coefficient α is 1.0 in the region where the charging state value SOC is equal to or less than the limit threshold value SOCcri. That is, the basic value Winst obtained based on FIG. 7A becomes the input power limit value Win. Further, in the region where the charging state value SOC exceeds the limiting threshold value SOCcri, the higher the charging state value SOC, the lower the input power correction coefficient α. In other words, in the region where the charge state value SOC exceeds the limit threshold SOCcri, the input power limit value Win decreases as the charge state value SOC increases, and the input power limit value Win is limited.

The input power limit value setting unit 108 sets the basic value Winst of the input power limit value Win by applying the battery temperature THbat to the input / output power limit value map shown in FIG. 7A. Further, the input power limit value setting unit 108 is set by applying the charge state value SOC to the input / output power correction coefficient map shown in FIG. 7B to the basic value Winst of the set input power limit value Win. The input power limit value Win is set by multiplying the input power correction coefficient α. In this way, the input power limit value Win is set based on the battery temperature THbat and the charge state value SOC corresponding to the charge state of the battery 54. Similarly, for the output power limit value Wout, the basic value Woutst of the output power limit value Wout is obtained by applying the battery temperature THbat to the input / output power limit value map of FIG. 7 (a). It is obtained by multiplying the basic value Woutst by the output power correction coefficient β set by applying the charge state value SOC to the input / output power correction coefficient map of b).

The regenerative control unit 106 executes the regenerative control of the second rotary machine MG2 while limiting the MG2 torque Tm, which is the regenerative torque of the second rotary machine MG2, based on the set input power limit value Win during vehicle deceleration. To do. Specifically, the regenerative control unit 106 increases the MG2 torque Tm of the second rotary machine MG2 so that the electric power generated by the regenerative control of the second rotary machine MG2 does not exceed the input power limit value Win during vehicle deceleration. To control.

By the way, since the engine 12 has a supercharger 18, when the engine brake is operated from the state where the supercharger 18 of the engine 12 is operating, the engine brake is operated by the boost pressure Pchg remaining in the engine 12. Is likely to be delayed and the responsiveness of the engine brake is likely to deteriorate. Therefore, the regenerative control unit 106 regenerates and controls the second rotary machine MG2 based on the boost pressure Pchg of the engine 12.

FIG. 8 is a relationship map showing the relationship between the boost pressure Pchg of the engine 12 and the MG2 torque Tm (regenerative torque) of the second rotary machine MG2. As shown in the relationship map of FIG. 8, at the same vehicle speed V, the MG2 torque Tm of the second rotary machine MG2 is higher when the boost pressure Pchg of the engine 12 is higher than when the boost pressure Pchg is lower. It is set to a high value. The regenerative control unit 106 controls the MG2 torque Tm of the second rotary machine MG2 based on the relationship map of FIG. 8, so that the higher the boost pressure Pchg of the engine 12 is, the lower the boost pressure Pchg is. The MG2 torque Tm of the second rotary machine MG2 becomes high.

The higher the boost pressure Pchg of the engine 12, the higher the pressure remaining in the combustion chamber of the engine 12. Therefore, the higher the boost pressure Pchg, the worse the responsiveness of the braking torque due to the engine brake. On the other hand, when the supercharging pressure Pchg of the engine 12 is high, the regenerative torque of the second rotary machine MG2 is higher than when the supercharging pressure Pchg is low, so that the supercharging pressure Pchg is high. However, since the ratio of the MG2 torque Tm of the second rotary machine MG2 for generating the deceleration torque is high, the desired vehicle deceleration can be quickly obtained, and the responsiveness of the vehicle deceleration is ensured.

As described above, the higher the boost pressure Pchg of the engine 12, the higher the MG2 torque Tm (regenerative torque) of the second rotary machine MG2, so that the electric power generated by the regenerative control of the second rotary machine MG2 also increases. The stored power stored in the battery 54 also increases. At this time, when the charge state value SOC of the battery 54 becomes high and the input power limit value Win of the battery 54 becomes low, the MG2 torque Tm of the second rotary machine MG2 is limited by the input power limit value Win, and the vehicle 10 The deceleration torque required for deceleration cannot be obtained, and there is a risk that the responsiveness of vehicle deceleration cannot be ensured. In order to solve this problem, the electronic control device 100 regenerates the discharge control unit 112 and the second rotary machine MG2 that discharge-controls the stored power stored in the battery 54 when the charge state value SOC of the battery 54 becomes high. When the deceleration torque of the vehicle 10 is supplemented by, the input power limit value relaxation unit 114 that temporarily relaxes the input power limit value Win, and the supercharging of the engine 12 when the relaxation of the input power limit value Win is limited. It is functionally provided with a boost pressure limiting unit 116 that limits the pressure Pchg.

The discharge control unit 112 determines whether the charge state value SOC of the battery 54 is higher than the preset predetermined value SOC1, and when the charge state value SOC is higher than the predetermined value SOC1 and decelerates. When the vehicle is in a running state other than the above, the discharge control for discharging the stored power stored in the battery 54 is executed based on the boost pressure Pchg of the engine 12. The predetermined value SOC1 is obtained experimentally or by design in advance, and is set to a value smaller than the limit threshold value SOCcri shown in FIG. 7B, for example, by a predetermined value.

When the charge state value SOC of the battery 54 is higher than the predetermined value SOC1 and the discharge control unit 112 is in a running state other than deceleration running, the second rotating machine MG2 for outputting the required drive torque Twdem While increasing the proportion of MG2 torque Tm, the proportion of engine direct torque Td of engine 12 is decreased. As a result, the electric power consumed by the second rotating machine MG2 increases, while the electric power generated by the regeneration of the first rotating machine MG1 decreases, so that the electric power is discharged from the battery 54.

By executing the discharge control for discharging the electric power stored in the battery 54, the charge state value SOC of the battery 54 is lowered, and when the regenerative control by the second rotating machine MG2 is started during vehicle deceleration, the battery 54 The capacity that can be stored in the battery increases. Therefore, in the regenerative control of the second rotary machine MG2, it is suppressed that the MG2 torque Tm, which is the regenerative torque, is limited based on the input power limit value Win.

Further, the discharge control unit 112 increases the amount of discharge from the battery 54 by increasing the MG2 torque Tm (power running torque) of the second rotary machine MG2 in the discharge control as the boost pressure Pchg of the engine 12 increases. ..

FIG. 9 shows a reduction amount of the charge state value SOC set based on the boost pressure Pchg of the engine 12. In FIG. 9, the broken line corresponds to the predetermined value SOC1 of the charging state value SOC, and is a value lower than the limit threshold value SOCcri shown by the solid line. The alternate long and short dash line corresponds to the charge state value SOC, which is reduced based on the boost pressure Pchg. As shown by the alternate long and short dash line in FIG. 9, the charge state value SOC decreases as the boost pressure Pchg increases. The discharge control unit 112 increases the MG2 torque Tm of the second rotary machine MG2 as the boost pressure Pchg increases, so that the charge state value SOC decreases as the boost pressure Pchg increases. Therefore, as the boost pressure Pchg increases, the power consumed by the second rotary machine MG2 increases, and the amount of discharge from the battery 54 increases, so that the charge state value SOC of the battery 54 decreases.

The higher the boost pressure Pchg of the engine 12, the worse the responsiveness of the vehicle deceleration due to the engine brake. Therefore, in order to ensure the responsiveness of the vehicle deceleration, the higher the boost pressure Pchg of the engine 12, the more the vehicle decelerates. MG2 torque Tm (regenerative torque) of the second rotary machine MG2 in the above becomes high. On the other hand, as the MG2 torque Tm of the second rotary machine MG2 becomes higher, the electric power generated by the regenerative control of the second rotary machine MG2 also increases during vehicle deceleration. On the other hand, as described above, as the boost pressure Pchg of the engine 12 increases, the amount of reduction in the charge state value SOC increases, so that a large amount of electric power that can be charged to the battery 54 is secured during vehicle deceleration, and vehicle deceleration occurs. Even if the MG2 torque Tm of the second rotating machine MG2 during the regeneration control of the time becomes high, the torque can be output.

The input power limit value relaxation unit 114 temporarily relaxes the input power limit value Win based on the boost pressure Pchg of the engine 12 when the deceleration torque is supplemented by the MG2 torque Tm (regeneration torque) of the second rotary machine MG2. To do.

First, in the MG2 torque Tm of the second rotary machine MG2 set based on the input power limit value Win set by the input power limit value setting unit 108, the input power limit value relaxation unit 114 decelerates the vehicle during vehicle deceleration. To determine if there is a shortage. Since the upper limit value (limit value) of the MG2 torque Tm (regeneration torque) of the second rotary machine MG2 set based on the input power limit value Win is predetermined, the input power limit value relaxation unit 114 is the second. Based on the upper limit of the regenerative torque of the rotary machine MG2 and the braking torque when the engine brake is activated, it is determined whether or not the deceleration torque required for deceleration of the vehicle 10 can be obtained. Specifically, it is determined whether the total value of the MG2 torque Tm of the second rotary machine MG2 and the braking torque by the engine brake is smaller than the deceleration torque, and if the total value is smaller than the deceleration torque, the vehicle is reduced. When it is determined that the speed is insufficient and the total value is larger than the desired deceleration torque, it is determined that the vehicle deceleration is not insufficient. The braking torque by the engine brake is obtained based on, for example, the vehicle speed V and the engine rotation speed Ne.

The input power limit value relaxation unit 114 temporarily relaxes the input power limit value Win when it is determined that the vehicle deceleration is insufficient during vehicle deceleration. When the input power limit value Win is relaxed, the input power correction coefficient α is a broken line when the input power correction coefficient α shown by the solid line in FIG. 7B is set to the value before the input power limit value Win is relaxed. Or it is changed as shown by the alternate long and short dash line. Specifically, when the input power limit value Win is relaxed, the input power correction coefficient α moves to the right as a whole, as shown in FIG. 7B. That is, the correction coefficient α for input power is changed to be a high value in the region where the charging state value SOC is high. Further, in FIG. 7B, the input power correction coefficient α is changed so as to increase as the boost pressure Pchg of the engine 12 increases. In FIG. 7B, as the boost pressure Pchg of the engine 12 increases, the input power correction coefficient α moves to the right as a whole. Therefore, the input power correction coefficient α shown by the alternate long and short dash line in FIG. 7B has a higher boost pressure Pchg than the input power correction coefficient α shown by the broken line.

From this, as shown in FIG. 7B, the higher the boost pressure Pchg, the higher the limiting threshold SOCcri, which is the threshold at which the input power correction coefficient α becomes 1.0. For example, the limit threshold SOCcri2 of the input power correction coefficient α shown by the alternate long and short dash line is higher than the limit threshold SOCcri1 of the input power correction coefficient α shown by the broken line. From this, as the boost pressure Pchg of the engine 12 becomes higher, the limitation of the input power limit value Win is relaxed. Further, even in a region where the charge state value SOC is high and the correction coefficient α for input power is lower than 1.0, the boost pressure Pchg of the engine 12 is higher when it is lower than when it is lower. Since the input power correction coefficient α becomes a high value, the input power limit value Win becomes a high value. For example, when the charging state value SOC is the limiting threshold SOCcri2, the value is 1.0 based on the input power correction coefficient α indicated by the alternate long and short dash line, whereas the boost pressure Pchg is lower than the alternate long and short dash line. Based on the applied correction coefficient α for input power shown by the broken line, the value is smaller than 1.0. Therefore, as the boost pressure Pchg becomes higher, the limitation of the input power limit value Win is relaxed.

FIG. 10 shows the relationship between the boost pressure Pchg of the engine 12 and the input power limit value Win in the region where the charge state value SOC is higher than the limit threshold value SOCcri. In FIG. 10, the solid line shows the input power limit value Win when the supercharger 18 is not operating, and the alternate long and short dash line shows the input power limit value Win which is changed according to the boost pressure Pchg. As shown in FIG. 10, the higher the boost pressure Pchg of the engine 12, the higher the input power limit value Win. This is because the higher the boost pressure Pchg of the engine 12, the higher the correction coefficient α for the input power. From this, the higher the boost pressure Pchg of the engine 12, the more relaxed the limitation by the input power limit value Win. Further, in FIG. 10, the difference ΔWin between the input power limit value Win indicated by the alternate long and short dash line and the input power limit value Win indicated by the solid line corresponds to the relaxation amount ΔWin of the input power limit value Win, and the boost pressure Pchg of the engine 12 The higher the value, the larger the relaxation amount ΔWin of the input power limit value Win.

The input power limit value relaxation unit 114 calculates the input power limit value Win by applying the input power correction coefficient α changed based on the boost pressure Pchg of the engine 12 in FIG. 7B. By calculating the input power limit value Win based on the input power correction coefficient α changed based on the boost pressure Pchg, the input power limit value Win becomes large in the region where the charging state value SOC is high. In this way, the input power limit value relaxation unit 114 relaxes the limitation of the input power limit value Win based on the boost pressure Pchg of the engine 12 in the region where the charging state value SOC is high, and the boost pressure Pchg of the engine 12 The higher the value, the larger the relaxation amount ΔWin of the input power limit value Win.

The regeneration control unit 106 executes the regeneration control while limiting the MG2 torque Tm of the second rotary machine MG2 based on the calculated input power limit value Win. Therefore, even when the boost pressure Pchg of the engine 12 is high, the input power limit value Win becomes larger than when the boost pressure Pchg is low, so that the desired vehicle deceleration occurs in the second regenerative machine MG2. The MG2 torque Tm (regenerative torque) required for the engine can be generated, and the responsiveness of the vehicle deceleration to the vehicle deceleration request can be ensured.

Further, for example, when the charge state value SOC of the battery 54 is near the overcharge region, relaxation of the input power limit value Win is restricted. When the vehicle is in a traveling state in which relaxation of the input power limit value Win is restricted, the boost pressure limiting unit 116 limits the boost pressure Pchg of the engine 12. By limiting the boost pressure Pchg of the engine 12, the MG2 torque Tm of the second rotary machine MG2 during vehicle deceleration can be reduced, and the MG2 torque Tm is also suppressed from being limited by the input power limit value Win. Will be done.

FIG. 11 is a flowchart for explaining a control operation that can ensure the responsiveness of vehicle deceleration during vehicle deceleration even when the main part of the control operation of the electronic control device 100, that is, the boost pressure Pchg of the engine 12 becomes high. .. This flowchart is repeatedly executed while the vehicle is running.

First, in step ST1 (hereinafter, the step is omitted) corresponding to the control function of the discharge control unit 112, it is determined whether the charge state value SOC of the battery 54 is higher than the predetermined value SOC1. When ST1 is denied, control during normal driving is executed in ST7 corresponding to the control function of the hybrid control unit 102. If ST1 is affirmed, it is determined in ST2 corresponding to the control function of the hybrid control unit 102 whether the vehicle is decelerating. When ST2 is denied, discharge control for reducing the charge state value SOC is performed in ST6 corresponding to the control function of the discharge control unit 112.

When ST2 is affirmed, in ST3 corresponding to the control function of the input power limit value relaxation unit 114, the MG2 torque Tm (regenerative torque) of the second rotary machine MG2, which is limited based on the input power limit value Win, is the vehicle. It is determined whether the deceleration is insufficient. When ST3 is denied, it is not necessary to relax the input power limit value Win, so that control during normal driving is executed in ST7. When ST3 is affirmed, the vehicle deceleration is insufficient with the MG2 torque Tm of the second rotary machine MG2, which is limited based on the input power limit value Win. Therefore, it corresponds to the control function of the input power limit value relaxation unit 114. In ST4, the input power limit value Win is temporarily relaxed based on the boost pressure Pchg of the engine 12. Next, in ST5 corresponding to the control function of the regeneration control unit 106, the regeneration control of the second rotary machine MG2 is performed based on the input power limit value Win relaxed in ST4.

FIG. 12 is a time chart showing one aspect of the control result based on the control function of the electronic control device 100, and is an aspect when the vehicle 10 is decelerated in a state where the charging state value SOC exceeds a predetermined value SOC1 during traveling. Is shown as an example. In FIG. 12, the vertical axis indicates the charging state value SOC, the engine torque Te, the engine rotation speed Ne, the MG1 torque Tg of the first rotary machine MG1, the MG1 rotation speed Ng of the first rotary machine MG1, and the second in order from the top. The MG2 torque Tm of the rotary machine MG2, the MG2 rotation speed Nm of the second rotary machine MG2, the wheel brake oil pressure Pbr of the wheel brake 79 provided on the drive wheel 16, and the accelerator opening degree θacc are shown, respectively.

Normal running is executed before the time point t1, and the charge state value SOC of the battery 54 is increased by the regenerative control of the first rotary machine MG1. At the time of t1, it is determined that the charging state value SOC becomes larger than the predetermined value SOC1 due to the increase in the charging state value SOC. At the time of t2, discharge control for reducing the charge state value SOC is started. From the time point t2 to the time point t3, the engine torque Te is reduced, while the MG2 torque Tm (power running torque) of the second rotary machine MG2 is increased, so that the power consumption by the second rotary machine MG2 is increased. As a result, the charge state value SOC is decreasing.

At the time of t3, the accelerator pedal is depressed and the accelerator opening θacc decreases, so that the vehicle 10 starts decelerating, and in addition to the braking torque by the engine brake, the MG2 torque Tm (regenerative torque) of the second rotary machine MG2 ) Is output. Here, at the time of t3, since the charge state value SOC is larger than the predetermined value SOC1, the input power limit value Win is temporarily relaxed based on the boost pressure Pchg of the engine 12. By changing the input power correction coefficient α shown in FIG. 7B based on the boost pressure Pchg, as shown in FIG. 12, the limit is a threshold value at which the input power correction coefficient α becomes 1.0. The threshold SOCcri increases. Therefore, in the limit threshold SOCcri before the limit of the input power limit value Win is relaxed, the input power limit value Win is limited, whereas the limit of the input power limit value Win is relaxed, so that the vehicle decelerates. It becomes possible to output the MG2 torque Tm of the second rotary machine MG2 that realizes the deceleration torque required for the above. Between the time t3 and the time t4, the MG2 torque Tm of the second rotary machine MG2 becomes a regenerative torque which is a negative value, so that the electric power regenerated by the second rotary machine MG2 is charged to the battery 54. Therefore, the charge state value SOC of the battery 54 is increasing.

When the engine 12 is stopped at the time of t4, the HV traveling mode is switched to the EV traveling mode by the second rotary machine MG2. In connection with this, after the time t4, the charge state value SOC of the battery 54 is reduced due to the consumption of electric power in the second rotating machine MG2. When the charge state value SOC of the battery 54 becomes equal to or less than the predetermined value SOC1 at the time of t5, the relaxation of the input power limit value Win is stopped. Here, when the regenerative control is prohibited by the second rotating machine MG2 or the MG2 torque Tm of the second rotating machine MG2 is limited from the time t3 to the time t4 in FIG. 12, as shown by the alternate long and short dash line. , The vehicle deceleration may be ensured by temporarily operating the wheel brake 79.

As described above, according to the present embodiment, when the deceleration torque is supplemented by the MG2 torque Tm (regenerative torque) of the second rotary machine MG2, the input power limit value Win is limited based on the boost pressure Pchg of the engine 12. When the boost pressure Pchg of the engine 12 is high, the relaxation amount ΔWin of the input power limit value Win is larger than when it is low. Therefore, the higher the boost pressure Pchg of the engine 12, the lower the responsiveness of the engine brake, whereas when the boost pressure Pchg of the engine 12 is high, the MG2 torque Tm of the second rotary machine MG2 is lower than when it is low. Since the restrictions are relaxed, the responsiveness of vehicle deceleration to the vehicle deceleration request can be ensured. Further, since the relaxation amount ΔWin of the input power limit value Win is appropriate based on the boost pressure Pchg of the engine 12, the load on the battery 54 is reduced and the deterioration of the life of the battery 54 is suppressed.

Further, according to this embodiment, since the second rotary machine MG2 is regeneratively controlled based on the boost pressure Pchg of the engine 12, the MG2 torque Tm of the second rotary machine MG2 is appropriately adjusted based on the boost pressure Pchg. It is controlled and the responsiveness of the vehicle deceleration to the vehicle deceleration request can be ensured. Further, since the electric power stored in the battery is discharge-controlled based on the boost pressure Pchg of the engine 12, the electric power charged in the battery 54 during vehicle deceleration is limited, so that the MG2 of the second rotary machine MG2 is limited. It is possible to prevent the torque Tm from being limited.

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

In this embodiment, a vehicle 200 as shown in FIG. 13 is illustrated, which is different from the vehicle 10 shown in the first embodiment. FIG. 13 is a diagram illustrating a schematic configuration of a vehicle 200 to which the present invention is applied. In FIG. 13, the vehicle 200 is a hybrid vehicle including an engine 202, a first rotating machine MG1, a second rotating machine MG2, a power transmission device 204, and a drive wheel 206.

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

The power transmission device 204 includes an electric continuously variable transmission 216, a mechanical continuously variable transmission 218, and the like, which are arranged in series on a common axis in a case 214 as a non-rotating member attached to a vehicle body. ing. The electric continuously variable transmission 216 is directly or indirectly connected to the engine 202 via a damper (not shown) or the like. The mechanical continuously variable transmission 218 is connected to the output side of the electric continuously variable transmission 216. Further, the power transmission device 204 includes a differential gear device 222 connected to an output shaft 220 which is an output rotating member of the mechanical stepped speed change unit 218, a pair of axles 224 connected to the differential gear device 222, and the like. ing.

In the power transmission device 204, the power output from the engine 202 and the second rotary machine MG2 is transmitted to the mechanical stepped speed change unit 218, and the power is transmitted from the mechanical stepped speed change unit 218 via the differential gear device 222 and the like. It is transmitted to the drive wheel 206. The power transmission device 204 configured in this way is suitably used for FR (front engine / rear drive) type vehicles. Hereinafter, the electric continuously variable transmission 216 is referred to as a continuously variable transmission 216, and the mechanical continuously variable transmission 218 is referred to as a continuously variable transmission 218. Further, the continuously variable transmission unit 216, the stepped transmission unit 218, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the crankshaft of the engine 202, the axis of the connecting shaft 226 connected to the crankshaft, and the like.

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

The differential mechanism 230 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 202 is connected to the carrier CA0 so as to be able to transmit power via the connecting shaft 226, the first rotating machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. Is connected to. In the differential mechanism 230, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The stepped transmission unit 218 is a mechanical transmission mechanism as a stepped transmission that forms a part of a power transmission path between the intermediate transmission member 228 and the drive wheels 206, that is, the differential mechanism 230 and the drive wheels 206. It is an automatic transmission that forms part of the power transmission path between them. The intermediate transmission member 228 also functions as an input rotating member of the stepped transmission unit 218. The stepped transmission unit 218 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 232 and the second planetary gear device 234, and a plurality of clutches C1, clutches C2, brakes B1, and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engaging device CB is a hydraulic friction engaging device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB has a torque capacity of each engaging hydraulic PRcb of the pressure-adjusted engaging device CB output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 236 provided in the vehicle 200. By changing the engagement torque Tcb, the operating state, which is a state such as engagement or disengagement, can be switched.

In the stepped transmission unit 218, the rotating elements of the first planetary gear device 232 and the second planetary gear device 234 are partially connected to each other directly or indirectly via the engaging device CB or the one-way clutch F1. It is connected to the intermediate transmission member 228, the case 214, or the output shaft 220. Each rotating element of the first planetary gear device 232 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 234 is a sun gear S2, a carrier CA2, and a ring gear R2.

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

As shown in the engagement operation table of FIG. 14, for example, the stepped transmission unit 218 has AT 1st gear (“1st” in the figure) -AT 4th gear (“4th” in the figure) as a plurality of AT gears. ") 4 steps of forward AT gear steps are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. Further, the reverse AT gear stage (“Rev” in the figure) is formed, for example, by engaging the clutch C1 and engaging the brake B2. That is, as will be described later, when traveling in reverse, for example, an AT 1st gear is formed. The engagement operation table of FIG. 14 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. In FIG. 14, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped transmission unit 218, and blank indicates release.

In the stepped transmission unit 218, the AT gear stages formed according to the accelerator operation of the driver (that is, the driver), the vehicle speed V, etc. are switched by the electronic control device 240 described later, that is, a plurality of AT gear stages are selectively selected. Is formed in. For example, in the shift control of the stepped transmission unit 218, the shift is executed by gripping any one of the engaging devices 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.

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

The vehicle 200 further includes an electronic control device 240 as a controller including a control device for the vehicle 200 related to control of the engine 202, the first rotary machine MG1, and the second rotary machine MG2. The electronic control device 240 has the same configuration as the electronic control device 100 shown in the first embodiment. Various signals and the like similar to the signals supplied to the electronic control device 100 are supplied to the electronic control device 240. From the electronic control device 240, various command signals similar to the signals output by the electronic control device 100 are output. The electronic control device 240 includes a hybrid control unit 102, a regenerative control unit 106, an input power limit value setting unit 108, a discharge control unit 112, an input power limit value relaxation unit 114, and a boost pressure limiting unit included in the electronic control device 100. It has the same function as each function of 116. Therefore, the electronic control device 240 executes the regenerative control by the second rotary machine MG2 similar to that realized by the electronic control device 100 as shown in the first embodiment, thereby supercharging the engine 12. Even when Pchg is high, the deceleration torque required to decelerate the vehicle can be obtained by the MG2 torque Tm (regenerative torque) of the second rotary machine MG2 by relaxing the input power limit value Win. .. Therefore, also in this embodiment, the responsiveness of the vehicle deceleration to the vehicle deceleration request can be ensured as in the above-described first embodiment.

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, as shown by the broken line or the alternate long and short dash line in FIG. 7B, the input power correction coefficient α is the boost pressure of the engine 12 with respect to the input power correction coefficient α shown by the solid line. Although it has been modified to move to the right as a whole according to Pchg, the present invention is not necessarily limited to this embodiment. For example, as the boost pressure Pchg of the engine 12 increases, the downward gradient of the input power correction coefficient α in the region where the charge state value SOC of FIG. 7B is high may be gradually changed. In short, it can be appropriately applied as long as it is changed so that the input power correction coefficient α becomes higher as the boost pressure Pchg of the engine 12 becomes higher.

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

Further, in the above-described second embodiment, the one-way clutch F0 has been exemplified as a locking mechanism capable of fixing the carrier CA0 non-rotatably, but the present invention is not limited to this mode. This locking mechanism, for example, selectively connects the connecting shaft 226 and the case 214, is a meshing clutch, a hydraulic friction engaging device such as a clutch or a brake, a dry engaging device, an electromagnetic friction engaging device, and magnetic powder. It may be an engaging device such as a type clutch. Alternatively, the vehicle 200 does not necessarily have to include the one-way clutch F0.

Further, in the above-described embodiment, the supercharger 18 is a known exhaust turbine type supercharger, but the supercharger 18 is not limited to this embodiment. For example, the supercharger 18 may be a mechanical pump type supercharger that is rotationally driven by an engine or an electric motor. Further, as the supercharger, an exhaust turbine type supercharger and a mechanical pump type supercharger may be provided in combination.

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

10: Vehicle (hybrid vehicle)
12: Engine 18: Supercharger 54: Battery (power storage device)
106: Regenerative control unit 108: Input power limit value setting unit 112: Discharge control unit 114: Input power limit value relaxation unit 116: Supercharging pressure limit unit MG2: Second rotary machine (rotator)
Win: Input power limit value ΔWin: Relaxation amount of input power limit value

Claims (5)

A control device for a hybrid vehicle including an engine having a supercharger, a rotating machine, and a power storage device for transmitting and receiving electric power to the rotating machine, and using the engine and the rotating machine as a driving force source for traveling. And
An input power limit value setting unit that sets an input power limit value of the power storage device based on the power storage state of the power storage device,
When the vehicle is decelerating, the regenerative control unit that regeneratively controls the rotating machine so as to supplement the deceleration torque for decelerating the vehicle by the regenerative torque while limiting the regenerative torque of the rotating machine based on the input power limit value. When,
When the deceleration torque is supplemented by the regenerative torque, the input power limit value is relaxed based on the boost pressure of the engine, and when the boost pressure of the engine is high, the input power limit value is higher than when it is low. Input power limit value relaxation unit that increases the relaxation amount,
A control device for a hybrid vehicle, which comprises. The control device for a hybrid vehicle according to claim 1, wherein the input power limit value relaxation unit increases the relaxation amount of the input power limit value as the boost pressure of the engine increases. The control device for a hybrid vehicle according to claim 1 or 2, wherein the regenerative control unit regenerates and controls the rotary machine based on the boost pressure of the engine. The control device for a hybrid vehicle according to any one of claims 1 to 3, further comprising a discharge control unit that discharge-controls the electric power stored in the power storage device based on the boost pressure of the engine. Control of the hybrid vehicle according to any one of claims 1 to 4, further comprising a boost pressure limiting unit that limits the boost pressure of the engine when the relaxation amount of the input power limit value is limited. apparatus.

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