JP4207890B2 - Control device for hybrid transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a hybrid vehicle transmission capable of avoiding a shifting shock in shifting from a fixed gear ratio mode to a non-stage gear ratio mode. <P>SOLUTION: This hybrid vehicle is equipped with a plurality of power sources by an engine and at least one motor generator, a differential gear transmission including a planetary gear train in which an output element outputting power to driving wheels is connected to each of rotating elements, and connection elements provided in the rotating elements, and a battery for transmitting and receiving electric power to/from the motor generator to achieve the fixed gear ratio mode by the connection of the connection elements, and the non-stage ratio mode by the release of the connection elements. Furthermore, the hybrid vehicle is provided with a drive motor in a vehicle drive train separately from the motor generator, and a driving force controller at gear shifting for supplying an excess power of the battery to the drive motor in shifting from the fixed gear ratio to the non-stage gear ratio. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a hybrid vehicle control device applied to a motor four-wheel drive vehicle or the like in which a front wheel or a rear wheel is driven by a driving force that has passed through a hybrid transmission and a rear wheel or a front wheel is driven by a motor provided separately. It is.

Conventionally, a hybrid vehicle using a differential gear transmission that uses one engine, two first motor generators, and a second motor generator as power sources has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, when the vehicle speed is low and the required driving force is large, the fastening element is fastened and the driving force is output in the fixed gear ratio mode. Next, when the vehicle speed increases and the required driving force decreases, the fastening element is released and the driving force is output in the continuously variable transmission ratio mode.
JP 2003-32808 A

  In a conventional hybrid vehicle, when shifting from the fixed gear ratio mode to the continuously variable gear ratio mode, the second motor generator reduces the torque while maintaining the rotation speed, and the first motor generator is held by the fastening element. The first motor generator rotational speed is increased while outputting the torque. At this time, even if the first motor generator outputs the maximum torque, the power consumption is not so large because of the low rotation. Compared with the surplus power due to the decrease in the output torque of the second motor generator, which is the high rotation, the battery In this state, surplus power is left. In addition, even if the first motor generator outputs the maximum torque, it is not possible to obtain a sufficiently large torque from the viewpoint of vehicle mountability and cost. Therefore, a shift shock that reduces the output shaft torque is caused even though surplus power is left.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a control device for a hybrid vehicle capable of avoiding a shift shock when shifting from a fixed gear ratio mode to a continuously variable gear ratio mode.

In order to achieve the above object, in the present invention, four or more input / output elements are arranged on a collinear diagram, and an input from the engine is input to one of the two elements arranged inside the input / output elements. A planetary gear train in which a first motor generator and a second motor generator are respectively connected to two elements arranged on both outer sides of the inner element, and an output member to the drive system is assigned to the other, and the rotation A differential gear transmission having a fastening element provided on the element, and a battery for transmitting and receiving electric power to and from the motor generator. in the hybrid vehicle to achieve a gear ratio mode, separately from the motor-generator, and a drive motor provided in a vehicle drive system, the continuously variable from the fixed gear ratio mode When shifting to speed ratio mode, the second to reduce the torque while maintaining the rotation speed of motor generator while the first by raising the torque of the motor generator outputs a torque which has been borne by the fastening element Shift control means for increasing the number of rotations of the first motor generator to shift from the fixed gear ratio mode to the continuously variable gear ratio mode, surplus power due to torque reduction of the second motor generator, and the first motor generator And a shift-time driving force control means for supplying surplus power of the battery to the drive motor based on a balance with power consumed by an increase in torque.

  Here, the “drive motor” is, for example, a power source that drives the left and right rear wheels with respect to the left and right front wheels driven by the driving force that has passed through the hybrid transmission, or is driven by the driving force that has passed through the hybrid transmission. The present invention may be applied to a motor four-wheel drive vehicle provided as a power source for driving the left and right front wheels with respect to the left and right rear wheels. Moreover, you may provide the driving force of the driving wheel driven by the driving force which passed through the hybrid transmission as an assisting power source.

  Therefore, in the control apparatus for a hybrid vehicle of the present invention, the output torque to the drive wheels is driven by driving the drive motor using surplus power of the battery at the time of shifting from the fixed gear ratio to the continuously variable gear ratio. Even if the torque decreases, the output torque can be supplemented by the drive motor, and the shift shock can be reduced.

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

First, the configuration will be described.
[Hybrid transmission drive system]
FIG. 1 is an overall system diagram showing a hybrid transmission to which a shift driving force control apparatus according to a first embodiment is applied.

  As shown in FIG. 1, the drive system of the hybrid transmission in the first embodiment has an engine E, a first motor generator MG1, and a second motor generator MG2 as power sources. A differential gear transmission in which these power sources E, MG1, MG2 and an output shaft OUT (output member) are coupled includes a first planetary gear PG1, a second planetary gear PG2, and a third planetary gear PG3. It has an engine clutch EC, a low brake LB (engagement element), a high clutch HC (engagement element), and a high / low brake HLB (engagement element).

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 that constitute the differential gear transmission are all single-pinion type planetary gears. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and the second pinion carrier PC2 And the third ring gear R3 are directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. 6 rotation elements.

  A connection relationship among the power sources E, MG1, MG2, the output shaft OUT, the engine clutch EC, and the engagement elements LB, HC, HLB for the six rotating elements of the differential gear transmission will be described. The second rotating member M2 is in a free state that is not connected to any of these, and the remaining five rotating elements are connected as follows.

  The engine output shaft of the engine E is connected to the third rotating member M3 via the engine clutch EC. That is, when the engine clutch EC is engaged, the second pinion carrier PC2 and the third ring gear R3 are set to the engine speed via the third rotation member M3.

  The first motor generator output shaft of the first motor generator MG1 is directly connected to the second ring gear R2. Further, a high / low brake HLB is interposed between the first motor generator output shaft and the transmission case TC. That is, when releasing the high / low brake HLB, the second ring gear R2 is set to the rotation speed of the first motor generator MG1. When the high / low brake HLB is engaged, the rotation of the second ring gear R2 and the first motor generator MG1 is stopped.

  The second motor generator output shaft of the second motor generator MG2 is directly connected to the first rotating member M1. Further, a high clutch HC is interposed between the second motor generator output shaft and the first pinion carrier PC1, and a low brake LB is interposed between the first pinion carrier PC1 and the transmission case TC. Is done. That is, when only the low brake LB is engaged, the first pinion carrier PC1 is stopped, and when only the high clutch HC is engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are connected to the second motor generator MG2. Set to rotation speed. Further, when the low brake LB and the high clutch HC are engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are stopped.

  The output shaft OUT is directly connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right rear wheels 16 through a front differential and a drive shaft (not shown). On the other hand, a third motor MG3 is provided in the drive portion of the left and right front wheels 17, and the driving force from the third motor MG3 is transmitted to the left and right front wheels 17 via a reduction gear, a clutch, a rear differential, and a drive shaft. . That is, the motor is a four-wheel-drive motor that is a rear-wheel drive base and that drives the front wheels by the third motor MG3 that is driven by surplus power of the battery 4.

  As a result, as shown in FIGS. 4 and 5, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), the second motor generator MG2 (S1) , S2, PC1) can be introduced in order of rotation speed, and a rigid lever model can be introduced that can simply represent the dynamic behavior of the planetary gear train.

  Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear. Take the number of rotations (rotation speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the spacing between each rotating element to the gear ratio of sun gear and ring gear (α, β, δ) It is arranged to become. 4A is a collinear diagram of the first planetary gear PG1, (2) is a collinear diagram of the second planetary gear PG2, and (3) is a third planetary gear PG3. FIG.

  The engine clutch EC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the engine E on the alignment charts of FIGS. 4 and 5. And torque are input to the third rotating member M3 which is an engine input rotating element of the differential gear transmission.

  The low brake LB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed at a position outside the rotational speed axis of the second motor generator MG2 on the alignment chart of FIGS. As shown in (a) and (b) of FIG. 5 and (a) and (b) of FIG. 5, a low-side gear ratio mode for sharing the low gear ratio is realized.

  The high clutch HC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment charts of FIGS. 4 (d), (e) and (d), (e) of FIG. 5 realize the high side gear ratio mode for sharing the high side gear ratio.

  The high / low brake HLB is a multi-plate friction brake that is fastened by hydraulic pressure, and is arranged at a position that coincides with the rotational speed axis of the first motor generator MG1 on the collinear charts of FIGS. The gear ratio is fixed to the low gear ratio on the underdrive side by fastening together with the high gear ratio, and the gear ratio is fixed to the high gear ratio on the overdrive side by fastening with the high clutch HC.

  [Control system for hybrid transmission]

  As shown in FIG. 1, the control system in the hybrid transmission of the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, an accelerator opening. A degree sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, and a second motor generator speed sensor 11 are configured.

  The engine controller 1 responds to an engine operating point (hereinafter referred to as an engine operating point) according to a target engine torque command or the like from an integrated controller 6 that inputs an accelerator opening AP from an accelerator opening sensor 7 and an engine speed Ne from an engine speed sensor 9. The “operating point” refers to an operating point specified by the rotational speed and torque.), For example, is output to a throttle valve actuator (not shown).

  The motor controller 2 operates the first motor generator MG1 in response to a target motor generator torque command or the like from the integrated controller 6 that inputs the motor generator rotation speeds N1 and N2 from both the motor generator rotation speed sensors 10 and 11 by the resolver. A command for independently controlling the point and the operating point of the second motor generator MG2 is output to the inverter 3. Information indicating the battery charge state (hereinafter referred to as “battery S.O.C (state of charge)”) is provided from the motor controller 2 to the integrated controller 6 (battery charge state detection means).

  The inverter 3 is connected to the stator coils of the first motor generator MG1, the second motor generator MG2, and the third motor MG3 through power lines, respectively, and generates respective drive currents according to commands from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC, the low brake LB, the high clutch HC, and the high / low brake HLB.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. The first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, and information such as the battery SOC are input, and predetermined calculation processing is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1, and the integrated controller 6 and the motor controller 2 are connected to each other by bidirectional communication lines 14 and 15 for information exchange.

  [Driving mode]

  Since the hybrid transmission of the first embodiment can coaxially match the output shaft OUT of the transmission with the engine output shaft, the hybrid transmission is not limited to an FF vehicle (front engine / front drive vehicle) but also an FR vehicle (front engine Can be mounted on rear drive vehicles. In addition, as a continuously variable transmission ratio mode, the common transmission ratio range is not covered by one mode but is divided into a low-side continuously variable transmission ratio mode and a high-side continuously variable transmission ratio mode. Since it covers, the output sharing ratio of the two motor generators MG1 and MG2 has a feature that it can be suppressed to about 20% or less of the output generated by the engine E.

  As shown in FIG. 2, the traveling mode includes a low fixed speed ratio mode (hereinafter referred to as “Low mode”), a low-side continuously variable speed ratio mode (hereinafter referred to as “Low-iVT mode”), and 2-speed fixed mode (hereinafter referred to as “2nd mode”), high-side continuously variable gear ratio mode (hereinafter referred to as “High-iVT mode”), and high fixed gear ratio mode (hereinafter referred to as “High mode”). And 5) driving modes.

  As shown in FIG. 2, the Low mode is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB. The Low-iVT mode is obtained by engaging the low brake LB, releasing the high clutch HC, and releasing the high / low brake HLB. The 2nd mode is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High-iVT mode is obtained by releasing the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High mode is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB.

  Regarding these five driving modes, the electric driving mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and the engine E and both motor generators MG1 and MG2 are used. And a hybrid driving mode (hereinafter referred to as “HEV mode”). Therefore, as shown in FIG. 3, when the EV mode and the HEV mode are combined, ten travel modes are realized. Figure 4 shows the EV-Low mode collinear diagram, EV-Low-iVT mode collinear diagram, EV-2nd mode collinear diagram, EV-High-iVT mode collinear diagram, EV-High A collinear chart of each mode is shown. Fig. 5 shows the alignment chart of HEV-Low mode related to HEV mode, alignment chart of HEV-Low-iVT mode (high driving force driving mode), alignment chart of HEV-2nd mode, HEV-High-iVT mode The alignment chart and HEV-High mode alignment chart are shown respectively.

  Here, a travel mode map in which the 10 travel modes are allocated is preset in a three-dimensional space by the accelerator opening AP, the vehicle speed VSP, and the battery SOC, and when the vehicle stops or travels, the accelerator opening AP A travel mode map is searched based on the detected values of the vehicle speed VSP and the battery SOC, and an optimal travel mode map is selected according to the vehicle operating point and battery charge determined by the accelerator opening AP and the vehicle speed VSP.

  When the mode is changed between the “EV mode” and the “HEV mode” by selecting the travel mode map, the engine clutch EC engagement control and the engine clutch EC Release control, or in addition, engagement / release control of engagement elements such as clutches and brakes is executed. In addition, when performing mode transition between the five modes of “EV mode” and mode transition between the five modes of “HEV mode”, the engagement / release control of the engagement elements such as clutches and brakes is executed. Is done. These mode transition controls are performed by sequence control according to a predetermined procedure so that the operating points are transferred smoothly.

  Next, the operation will be described.

[Driving force control process during shifting]
FIG. 6 is a flowchart showing the flow of the driving force control process during shifting executed by the integrated controller 6 according to the first embodiment. Each step will be described below. This process is started when shifting from the HEV-Low mode to the HEV-Low-iVT mode.

  In step 101, it is determined whether or not the mode is the low mode. If the mode is the low mode, the process proceeds to step 102.

  In step 102, it is determined whether or not a shift request from the accelerator opening AP and the vehicle speed VSP to the Low-iVT mode has been issued. If a shift request has been output, the process proceeds to step 103; Proceed to 107 to execute normal control.

In step S103, it is determined whether the accelerator pedal opening AP is larger than a predetermined value AP0 indicating that the required driving force is large. If so, the process proceeds to step 104. Otherwise, the process proceeds to step 107 and normal control is performed. To do.
In step 104, surplus power accompanying the shift is calculated. The calculation of surplus power is appropriately calculated from a value obtained by subtracting the power consumed by the first motor generator MG1 from the power consumed by the second motor generator MG2.
In step 105, surplus power is supplied to the third motor MG3, and the driving force is supplemented by the third motor MG3. This driving force is controlled so as to gradually eliminate the driving force step when shifting from the Low mode to the Low-iVT mode.
In step 106, the speed is changed to the Low-iVT mode, and the process returns to return.

[Operation of drive force control during shifting]
The operation of the shift driving force control will be described in comparison with a comparative example. The comparative example does not include the third motor MG3 and does not perform shift driving force control. FIG. 7 is a collinear diagram in the Low mode, and FIG. 8 is a collinear diagram in the Low-iVT mode. As shown in FIG. 7, in the Low mode, the high / low brake HLB is engaged, the low brake LB is engaged, and the engine clutch EC is engaged. At this time, the vehicle travels by the engine driving force and the power running torque of the second motor generator MG2. As shown in FIG. 8, when shifting to the Low-iVT mode, the high / low brake HLB is released. At this time, the power running torque of the second motor generator MG2 is reduced, and the vehicle travels by the engine driving force and the power running torque of the first motor generator MG1.

  FIG. 9 is a time chart when shifting from the Low mode to the Low-iVT mode when the required driving force is large in the comparative example. FIG. 10 shows a case where the driving force control during shifting is performed in the configuration of the first embodiment, and is a time chart when shifting from the Low mode to the Low-iVT mode when the required driving force is large.

(Comparative example)
First, a comparative example will be described with reference to FIG. When a shift request to the Low-iVT mode is output as the vehicle speed increases at time t1 while traveling in the Low mode, the torque of the second motor generator MG2 becomes almost zero or a very small regenerative torque. The motor generator MG1 outputs a maximum torque that is greater than the torque that the high / low brake HLB has been handling.

  At this time, even if the first motor generator MG1 outputs the maximum torque, the power consumption is not so large because of the low rotation, and compared with the surplus power due to the decrease in the output torque of the second motor generator MG2 that is high. The battery output becomes very small, and the battery is in a state where surplus power is left. Further, even if the first motor generator MG1 outputs the maximum torque, it is not possible to obtain a sufficiently large torque from the viewpoints of vehicle mountability and cost. Therefore, although the surplus electric power is left, the vehicle driving force is reduced at a stretch, causing a shift shock. Although this effect is small when the required driving force is small, it appears strongly when the required driving force is large.

(About Example 1)
Next, Example 1 will be described with reference to FIG. When a shift request to the Low-iVT mode is output as the vehicle speed increases at time t1 while traveling in the Low mode, the torque of the second motor generator MG2 becomes almost zero or a very small regenerative torque. The motor generator MG1 outputs a maximum torque that is greater than the torque that the high / low brake HLB has been handling.

  At this time, even if the first motor generator MG1 outputs the maximum torque, the power consumption is not so large because of the low rotation, and compared with the surplus power due to the decrease in the output torque of the second motor generator MG2 that is high. The battery output becomes very small, and the battery is in a state where surplus power is left. This surplus power is output to the third motor MG3, and the driving force is output to the front wheels 17. As a result, even if the torque of the output shaft OUT decreases during the shift from the Low mode to the Low-iVT mode, the driving force is secured by the front wheels 17, so the vehicle driving force does not decrease at once, but gradually decreases. Can do.

Next, the effect will be described.
In the hybrid vehicle control device of the first embodiment, the following effects can be obtained.

  (1) In the hybrid vehicle, apart from the first motor generator and the second motor generator MG2, a third motor MG3 is provided as a drive motor in the vehicle drive system, and the battery 4 is changed during the shift from the Low mode to the Low-iVT mode. The surplus power is supplied to the third motor MG3. Therefore, by driving the third motor MG3 using the surplus power of the battery 4, even if the output torque to the drive wheels 16 decreases, the third motor MG3 can supplement the output torque, and the shift shock Can be reduced.

  (2) The third motor MG3 drives the front wheels 17, which are second drive wheels different from the drive wheels 16. Accordingly, the inertia of the third motor MG3 does not act on the output shaft OUT during normal control, and stable traveling control can be achieved.

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

  In the first embodiment, the third motor MG3 is a motor that drives the front wheels 17, but may be a motor that drives the output shaft OUT.

  In the first embodiment, the first motor generator MG1 and the second motor generator MG2 are provided as two configurations. However, the third motor is added to a hybrid vehicle including a differential gear transmission including one motor generator. A shift generator driving force control may be applied by separately providing a generator.

  In the first embodiment, the HEV mode shift has been described. However, the EV mode may be shifted.

  In short, during shifting with brake release with the motor generator having a rotational speed of 0, driving force control during shifting can be applied during other mode shifting.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a hybrid transmission to which a starting driving force control device according to a first embodiment is applied. It is a figure which shows the fastening / release state of three engagement elements in each driving mode in the hybrid transmission of Example 1. FIG. In the hybrid transmission of the first embodiment, the operation tables of the engine, the engine clutch, the motor generator, the low brake, the high clutch, and the high / low brake in the five traveling modes in the electric vehicle mode and the five traveling modes in the hybrid vehicle mode are shown. FIG. FIG. 5 is a collinear diagram illustrating five travel modes in an electric vehicle mode in the hybrid transmission according to the first embodiment. FIG. 5 is a collinear diagram illustrating five travel modes in a hybrid vehicle mode in the hybrid transmission according to the first embodiment. 4 is a flowchart illustrating a flow of a shift driving force control process executed by an integrated controller according to the first embodiment. FIG. 6 is a collinear diagram in an HEV-Low mode selected by the integrated controller according to the first embodiment. FIG. 4 is a collinear diagram in an HEV-Low-iVT mode selected by the integrated controller according to the first embodiment. It is a time chart when shifting from the Low mode of the comparative example to the Low-iVT mode. 6 is a time chart when shifting from the Low mode to the Low-iVT mode according to the first embodiment.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
MG3 3rd motor
OUT Output shaft (output member)
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
EC engine clutch
LB Low brake (engagement element)
HC high clutch (engagement element)
HLB High / Low brake (engagement element)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 Hydraulic control apparatus 6 Integrated controller 7 Accelerator opening sensor 8 Vehicle speed sensor 9 Engine speed sensor 10 1st motor generator speed sensor 11 2nd motor generator speed sensor

Claims (2)

Four or more input / output elements are arranged on the alignment chart, one of two elements arranged inside the input / output elements is input from the engine, and the other is an output member to the drive system. And a planetary gear train in which a first motor generator and a second motor generator are coupled to two elements arranged on both outer sides of the inner element, and a fastening element provided on the rotating element. A dynamic gear transmission,
A battery for transferring power to and from the motor generator;
With
In a hybrid vehicle that achieves a fixed gear ratio mode by fastening the fastening element and a continuously variable gear ratio mode by releasing,
Separately from the motor generator, a drive motor provided in the vehicle drive system,
When shifting from the fixed gear ratio mode to the continuously variable gear ratio mode , the torque is decreased while maintaining the rotational speed of the second motor generator, and the torque of the first motor generator is increased and received by the fastening element. Shift control means for increasing the number of rotations of the first motor generator while outputting the torque that has been held to shift from the fixed gear ratio mode to the continuously variable gear ratio mode;
Shift-time driving force control means for supplying surplus power of the battery to the drive motor based on a balance between the power surplus due to the torque reduction of the second motor generator and the power consumed by the torque increase of the first motor generator;
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 1,
The control apparatus for a hybrid vehicle, wherein the drive motor drives a second drive wheel different from the drive wheel.

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