JP5716914B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to a control device for a hybrid vehicle that prevents torque loss due to momentary interruption of torque transmission during upshifting.

  In recent years, hybrid vehicles capable of arbitrarily transmitting engine and motor torque to the drive wheels have been put into practical use, and various types of vehicles exist such as engine and motor layouts, transmission types, and the like (for example, Patent Document 1). In the technique described in Patent Document 1, an engine is connected to a transmission connected to drive wheels via a clutch, while a motor is connected to the transmission, and these engine and motor are used as a power source. Engine travel, motor travel, and engine / motor travel are appropriately performed.

  Incidentally, as is well known, in a torque converter type automatic transmission, slippage occurs in the torque converter, and in CVT, hydraulic pressure is required for clamping the sheave. For this reason, when the fuel efficiency is regarded as important, for example, it is desirable to mount a transmission in which a shift operation is performed by an actuator based on a stepped manual transmission.

  However, in this type of transmission, torque transmission is temporarily stopped during a shift due to a structural factor. Therefore, when the transmission is shifted while the engine is running, a momentary engine torque interruption occurs. When the shift is made in the upshift direction, there is a problem that the axle torque, which is the driving wheel torque, instantaneously disappears due to the momentary interruption of the torque, so that the acceleration feeling is deteriorated. .

  Therefore, in the technique of the above-mentioned Patent Document 1, the motor is operated during the shift in the upshift direction, and a countermeasure for torque compensation is taken by transmitting the motor torque to the drive wheel side instead of the momentary engine torque. . More specifically, as shown in FIG. 5 of Patent Document 1, when the clutch is disengaged for shifting (between t1 and t2), it is obtained from the accelerator operation amount, the vehicle speed, the current gear stage of the transmission, and the like. The motor torque is controlled at a constant value (between t2 and t3), and then the clutch is connected (between t4 and t5).

JP 2005-186740 A

  The motor torque during the shift needs to be controlled so that the engine torque that has been momentarily interrupted is appropriately compensated to prevent problems such as torque loss during the shift. However, in the technique of Patent Document 1, since the motor torque is controlled with a constant value obtained from the accelerator pedal opening, etc., the motor torque is set regardless of the engine torque when the engine running is resumed. become. For this reason, there has been a problem that the motor torque during shifting cannot be properly controlled, and as a result, the driver's uncomfortable feeling due to torque loss or the like cannot be prevented.

  The present invention has been made to solve such problems, and the object of the present invention is to appropriately prevent instantaneous interruption of torque transmitted to the drive wheel side during shifting in the upshift direction by using the motor torque. An object of the present invention is to provide a control device for a hybrid vehicle that can compensate and thereby reliably prevent the driver from feeling uncomfortable due to torque loss or the like and improve acceleration feeling.

In order to achieve the above object, the invention of claim 1 transmits power output from an engine mounted on a vehicle to a transmission through a clutch, and transmits the power from the transmission to driving wheels of the vehicle. The drive wheel can be driven by the electric motor, and the clutch is connected to transmit the engine torque to the drive wheel through a predetermined gear stage of the transmission, and the clutch is disconnected when shifting the transmission. In addition, in the hybrid vehicle control device including motor assist control means for executing torque compensation control for operating the electric motor to transmit the motor torque to the drive wheels, the transmission sets the next shift stage after the shift at each shift stage. amount of torque transmitted to the drive wheels from the engine via is performed transmission at the timing less than the instantaneous maximum torque of the electric motor, the motor assist control means, the transmission The torque amount is determined so that the torque amount transmitted from the electric motor to the drive wheels at the completion of the speed is substantially equal to the torque amount transmitted from the engine to the drive wheels through the next gear stage after the shift. Is transmitted to the drive wheels, and the torque amount increased by a predetermined value over the torque transmitted through the next gear stage at the start of shifting is determined, and the torque amount increased by the predetermined value becomes the instantaneous maximum torque amount of the electric motor. On the other hand, if it is small, the motor torque during the shift is set to a torque amount increased by the predetermined value, and thereafter, the torque amount is reduced to a value substantially equal to the torque transmitted through the next shift stage when the shift is completed. To the drive wheels .

The invention according to claim 2, in 請 Motomeko 1, the motor assist control means determines the amount of torque increased by a predetermined value than the torque transmitted at the shift start through the next shift stage, increased by a predetermined value If the torque amount is equal to or greater than the instantaneous maximum torque amount of the electric motor, a torque amount that is substantially equal to the torque transmitted through the next shift stage from the time of shifting to the completion of shifting is transmitted from the electric motor to the drive wheels. .
The invention according to claim 3, Oite to claim 2, the motor assist control means, the predetermined value for increasing the motor torque during shifting is set to a smaller value the speed position of the high gear side, in each gear The motor torque during shifting is controlled based on the corresponding predetermined value.

As described above, according to the hybrid vehicle control device of the first aspect of the present invention, when the transmission of torque from the driving power source is temporarily stopped by the clutch disengagement in order to shift the transmission, The motor is driven to transmit the motor torque instead of the engine torque to the drive wheel, and the amount of torque transmitted from the engine to the drive wheel via the next gear after the shift is This is executed at a timing lower than the momentary maximum torque amount of the motor, and a torque amount that is higher by a predetermined value than the torque transmitted through the next shift stage at the start of shifting is determined, and this torque amount is larger than the momentary maximum torque amount. if small, and amount of torque with increased motor torque during shifting by a predetermined value, is then transmitted to the driving wheel side through the next shift stage at the time of shift change completion by reducing the motor torque torr When controlled to be substantially equal to each other.

Therefore, the motor torque during the shift is controlled to a torque amount that is higher by a predetermined value than the torque transmitted through the next shift stage, and then decreases to a torque transmitted through the next shift stage when the shift is completed. Since the clutch is engaged in this state, the driving wheel torque is not greatly reduced, and the engine is restarted. Therefore, it is possible to reliably prevent the driver from feeling uncomfortable due to torque loss and improve the acceleration feeling .

In addition, the torque transmitted to the drive wheel side at the time of shifting decreases stepwise from the value through the current shift stage before the shift to the value through the next shift stage after the shift. Therefore, the sudden change in the torque of the drive wheels at this time can be alleviated to further prevent the driver from feeling uncomfortable.
Since the generation of motor torque is limited to a very short time during gear shifting, the amount of torque increased by a predetermined value over the torque transmitted via the next gear is temporarily greater than the maximum rated torque amount of the electric motor. If it is smaller than the instantaneous maximum torque amount, the electric motor can output a torque amount increased by a predetermined value without any problem in order to prevent torque loss.
According to the control apparatus for a hybrid vehicle of the invention of claim 2, in addition to 請 Motomeko 1, the motor assist control means, if the amount of torque which increased by a predetermined value or more instantaneous maximum torque of the electric motor, motor The torque is controlled so as to be substantially equal to the torque transmitted through the next shift stage from the time of shifting to the completion of shifting.
Accordingly, since the motor torque is controlled to be substantially equal to the torque transmitted through the next shift stage from the time of shifting to the completion of shifting, it is possible to prevent the driver from feeling uncomfortable due to torque loss or the like. .
According to the hybrid vehicle control apparatus of the third aspect of the present invention, in addition to the second aspect, the predetermined value for increasing the motor torque during the shift is set to a smaller value as the gear position on the higher gear side.

  No adverse effects occur because it is difficult for the driver to feel unnatural changes in drive wheel torque at the high gear side gear stage, and the increase in power consumption is suppressed by reducing the motor torque at the high gear side gear stage. be able to.

1 is an overall configuration diagram showing a vehicle to which a control device for a hybrid vehicle of the present invention is applied. It is a flowchart which shows the torque compensation routine which HEVECU of 1st Embodiment performs. It is a torque characteristic figure which shows the control condition of the motor compensation torque at the time of gear shifting. It is a time chart which similarly shows the control condition of the motor compensation torque at the time of gear shifting. It is a flowchart which shows the torque compensation routine which HEVECU of 2nd Embodiment performs. It is a torque characteristic figure which shows the control condition of the motor compensation torque at the time of gear shifting. It is a time chart which similarly shows the control condition of the motor compensation torque at the time of gear shifting.

[First Embodiment]
Hereinafter, a first embodiment of a control apparatus for a hybrid vehicle embodying the present invention will be described.
FIG. 1 is an overall configuration diagram showing a vehicle to which a control device for a hybrid vehicle of the present invention is applied.
A motor 3 is connected to a front wheel (drive wheel) 1 of the vehicle via a differential device 2, and torque of the motor 3 is transmitted from the differential device 2 to the front wheel 1. A transmission 4 is connected to the motor 3, and an engine 7 (travel power source) is connected to the transmission 4 via a clutch 5. When the clutch 5 is disengaged, the torque of the engine 7 is cut off. On the other hand, when the clutch 5 is engaged, the torque of the engine 7 is transmitted from the differential 2 to the front wheel 1 via a predetermined gear stage of the transmission 4. ing.

The transmission 4 is configured based on a stepped manual transmission, and the speed change operation is performed by an actuator (not shown). The clutch 5 is connected and disconnected by an actuator (not shown).
The driving mode of the vehicle is switched according to the operation state of the motor 3 and the engine 7 and the connection / disconnection state of the clutch 5. For example, in motor running, the clutch 5 is disconnected and the engine 7 and the first motor 6 are stopped, the motor 3 is operated, and the torque of the motor 3 is transmitted to the front wheels 1 to run the vehicle. In engine running, the motor 3 is stopped, the clutch 5 is connected and the engine 7 is operated, and the torque of the engine 7 is transmitted to the front wheels 1 via the clutch 5 and the transmission 4 to run the vehicle. . In motor / engine running, the motor 3 is operated, the clutch 5 is connected and the engine 7 is operated, and the torque is transmitted to the front wheels 1 to drive the vehicle. The motor 3 also functions as a generator, and is reversely driven from the front wheel 1 side when the vehicle decelerates to generate electric power.

  An inverter MCU11 is connected to the motor 3, and the MCU11 converts the DC power from the traveling battery 12 into AC power and supplies it to the corresponding motor 3 for operation. On the other hand, when the motor 3 generates power, the generated AC power is generated. Is converted into DC power to charge the traveling battery 12. The inverter MCU11 is connected to a battery ECU 13 that manages the SOC of the traveling battery 12, and the inverter MCU11 is connected to the HEVECU 14 via the battery ECU13.

  An engine ECU 15 is connected to the engine 7, and the engine ECU 15 controls the fuel injection amount and injection timing of the engine 7 to operate the engine 7. A transmission ECU 16 is connected to the transmission 4 and the clutch 5, and the transmission ECU 16 drives the actuator of the transmission 4 to perform a shifting operation, and in conjunction with the shifting operation, drives the actuator of the clutch 5 to connect and disconnect. Then, the transmission 4 is caused to function as an automatic transmission.

The engine ECU 15 and the transmission ECU 16 are also connected to the HEVECU 14, and the ECUs 13, 15, 16 and the MCU 11 are integrally controlled by the HEVECU 14. As a result, the operation of the motor 3 and the engine 7, the speed change operation of the transmission 4, and the connection / disconnection operation of the clutch 5 are performed in cooperation, and the switching of the travel mode is executed.
For such control, the HEVECU 14 detects from various sensors such as a vehicle speed sensor 18 that detects the vehicle speed V, an accelerator sensor 19 that detects the accelerator operation amount θacc, and an engine speed sensor 20 that detects the engine speed Ne. Information is input, and SOC information of the traveling battery 12 calculated by the battery ECU 13 is input.

  The HEVECU 14 calculates the driver's required torque based on the accelerator operation amount θacc, the vehicle speed V, and the like, and inputs the SOC information from the battery ECU 13 and selects the travel mode based on the required torque and SOC. For example, when the SOC of the traveling battery 12 is equal to or greater than a predetermined value and the driver's required torque is less than the predetermined value, the required torque can be achieved only by the torque of the motor 3, and therefore the motor traveling is selected as the traveling mode. Also, for example, when the required torque exceeds a predetermined value due to accelerator depression during motor driving, the motor / engine driving is selected. On the other hand, when the SOC becomes extremely low and normal motor operation cannot be expected, the engine driving is selected. At the same time, the motor 3 is caused to function as a generator to recover the SOC of the traveling battery 12.

  The HEVECU 14 calculates the torque to be output from the motor 3 or the engine 7 from the driver's required torque in the motor driving or the engine driving, and the motor 3 or the engine 7 outputs the required torque in the motor / engine driving. Each torque is distributed to the engine 7 side and calculated. And according to the command output from HEVECU14 based on a calculation result, the driving | operation of the motor 3 by the inverter MCU11 and the driving | operation of the engine 7 by engine ECU15 are performed as mentioned above.

On the other hand, the HEVECU 14 calculates the target shift speed of the transmission 4 from a predetermined shift map based on the accelerator operation amount θacc and the vehicle speed V during traveling of the vehicle, and according to the target shift speed output from the HEVECU 14 based on the calculation result. As described above, the connection / disconnection operation of the clutch 5 and the transmission operation of the transmission 4 are performed by the transmission ECU 16.
During such shifting of the transmission 4 in the upshift direction, due to the structure of the transmission 4, the torque of the engine 7 is momentarily interrupted and torque loss occurs. Measures are taken to compensate for momentary interruption torque by motor torque at the time of shifting. However, as described in [Problems to be Solved by the Invention], since the motor torque is set from the accelerator operation amount or the like, the motor torque cannot be properly controlled, and problems such as torque loss cannot be completely prevented. There was a problem.

  The present inventor has paid attention to the fact that problems such as torque loss during gear shifting are caused by a sudden change in torque transmitted to drive wheels (hereinafter referred to as axle torque) due to switching from motor torque to engine torque. In view of this, in this embodiment, in order to prevent a sudden change in the axle torque, a measure is taken to control the motor torque during the shift so that it is substantially equal to the engine torque via the next gear after the shift. The details will be described below.

FIG. 2 is a flowchart showing a torque compensation routine executed by the HEVECU 14. The HEVECU 14 executes the routine at predetermined control intervals while the engine is running.
First, in step S2, it is determined whether or not a shift in the upshift direction has been started as the clutch is disengaged. When the determination is No (negative), the routine is temporarily terminated, and when the determination is Yes (positive), the process proceeds to step S4. In step S4, a torque to be output by the engine 7 (hereinafter referred to as a required torque) when the shift is completed and the engine running at the next shift stage is started is calculated. Thereafter, the required torque is set as the compensation torque T of the motor 3 in step S6, and the inverter MCU11 is instructed to operate the motor 3 and output a torque equivalent to the compensation torque T in the subsequent step S8.

Thereafter, it is determined in step S10 whether or not the shift has been completed. When the determination is No, the process of step S8 is repeated, and when the determination is Yes, the routine is ended. Accordingly, during the speed change, the motor 3 continues to output a constant torque set as the compensation torque T in step S6, and the motor torque is transmitted to the front wheel 1 side instead of the engine torque.
By the torque compensation routine of the HEVECU 14, the motor torque is controlled as follows at the time of shifting.

  FIG. 3 is a torque characteristic diagram showing the control status of the motor compensation torque T at the time of shifting, and FIG. 4 is a time chart showing the control status of the motor compensation torque T at the time of shifting. FIG. 3 also shows the axle torque generated by the engine torque through each gear and the axle torque generated by the rated maximum torque indicating the maximum torque that can be output when the motor 3 is continuously operated. Yes.

  As shown in FIG. 4, when the torque of the engine 7 increases due to depression of the accelerator while the engine is running, the axle torque increases due to torque transmission through the current gear stage of the transmission 4, and the vehicle is accelerated accordingly. The rotational speed Ne and the vehicle speed V gradually increase. When the vehicle speed V rises and crosses the upshift line on the shift map, the clutch 5 is disengaged and the shift to the next shift stage is performed, and during the shift, the engine torque depends on the next shift stage from the torque requested by the current shift stage. Switch to the required torque step by step. After the shift is completed, the clutch 5 is connected to restart the engine travel through the next shift stage, and the above series of control is repeated for each shift.

  Here, the shift timing shifts to the right and left in the drawing according to the running state of the vehicle, and accordingly, the required torque of the next shift stage after the shift also increases or decreases along the engine characteristic line. FIG. 3 shows a case where a shift is performed at the timing when the required torque of the next gear is the largest, and for each required torque so that the motor 3 can output the required torque of each gear at this time. The rated maximum torque line of the motor 3 is made substantially coincident.

However, the setting of the motor specification is not limited to this, and if the motor specification is set so that the rated maximum torque line exceeds each required torque, the required torque can be output without any problem. Further, since the generation of the compensation torque T by the motor 3 is limited to a very short time during shifting, the instantaneous maximum torque indicating the maximum torque that can be output when the operation time is limited (corresponding to the instantaneous maximum torque amount of the present invention). If the line (higher torque than the rated maximum torque) exceeds the required torque for each gear, the rated maximum torque line may be less than each required torque. In this case, the motor 3 outputs the required torque without any problem. It becomes possible.

  During such a shift, the motor torque is controlled so as to maintain a constant compensation torque T set as a required torque for the next shift stage. In FIG. 4, the occurrence state of torque loss occurring in the prior art described in Patent Document 1 is indicated by a broken line, and it can be seen that the axle torque of the front wheel 1 temporarily drops due to an inappropriate compensation torque. In the present embodiment, since the clutch is engaged while the compensation torque T corresponding to the required torque of the next gear stage is maintained during the shift, the engine running is resumed without greatly reducing the axle torque as shown by the solid line. Will be. Therefore, it is possible to reliably prevent the driver from feeling uncomfortable due to torque loss and improve the acceleration feeling.

In addition, the transfer from the motor torque to the engine torque when the clutch is engaged is performed with substantially the same torque, which means that the half-clutch period can be shortened without causing an engagement shock. Therefore, the time required for shifting can be shortened to realize a quick shifting, and this factor also contributes to the improvement of acceleration feeling.
[Second Embodiment]
Next, a second embodiment of the control apparatus for a hybrid vehicle embodying the present invention will be described.

  The basic configuration of this embodiment is the same as that of the first embodiment shown in FIG. 1, and the difference is in the control of compensation torque by the motor 3 during shifting. Therefore, common parts are denoted by the same member numbers, description thereof is omitted, and differences are emphasized. Here, the specification of the motor 3 is the same as that of the first embodiment, and as shown in the torque characteristic diagram of FIG. 6, the motor 3 can be used even when the required torque of the next shift stage is the maximum according to the shift timing. The motor specifications are set such that the rated maximum torque line of the motor 3 substantially matches each required torque.

FIG. 5 is a flowchart showing a torque compensation routine executed by the HEVECU 14. In step S22, it is determined whether or not a shift in the upshift direction is started. If Yes, the required torque to the engine 7 when the shift to the next gear is completed is calculated in step S24. Thereafter, in step S26, the required torque is set as the compensation end torque Ted of the motor 3, and a value obtained by adding a predetermined value α to the required torque is set as the compensation start torque Tst. In the present embodiment, the predetermined value α is different for each gear position, and a smaller predetermined value α is set in advance for the higher gear side gear position. In step S26, the predetermined value α is set based on the predetermined value α. A value is selected and applied to the calculation of the compensation start torque Tst. However, the setting of the predetermined value α is not limited to this. For example, a common predetermined value α may be used regardless of the gear position.

In subsequent step S28, it is determined whether or not the calculated compensation start torque Tst is less than the instantaneous maximum torque of the motor 3, that is, whether or not the motor 3 can output the compensation start torque Tst. 6 illustrates a case where the compensation start torque Tst is small with respect to the instantaneous maximum torque at the time of 1 → 2 shift, and the compensation start torque Tst is large with respect to the instantaneous maximum torque at the time of 2 → 3 shift. The case is illustrated.

When the determination in step S28 is Yes, the process proceeds to step S30, and the inverter MCU11 is commanded to operate the motor 3 and continuously reduce the torque from the compensation start torque Tst to the compensation end torque Ted. At this time, the rate of change of the motor torque may be constant, or the rate of change may be changed while the torque is reduced. In any case, the motor torque is controlled so as to coincide with the compensation end torque Ted at the completion of the shift. .

Thereafter, it is determined in step S32 whether or not the shift has been completed. When the determination is No, the process of step S30 is repeated, and when the determination is Yes, the routine is ended. Accordingly, during the speed change, the motor 3 continues to output torque so that the motor 3 continuously decreases from the compensation start torque Tst set in step S26 to the compensation end torque Ted, and the motor torque is replaced with the engine torque by the front wheel 1 side. Is transmitted to.

  If NO is determined in step S28, the inverter MCU11 is commanded to operate the motor 3 in step S34 to output a torque corresponding to the compensation end torque Ted. Thereafter, it is determined in step S36 whether or not the shift has been completed. When the determination is No, the process of step S34 is repeated, and when the determination is Yes, the routine is ended. Accordingly, the motor 3 at this time continues to output the constant compensation end torque Ted set in step S26, and the motor torque is transmitted to the front wheel 1 side instead of the engine torque.

Note that the processing in step S34 when the compensation start torque Tst cannot be output is not limited to the above. For example, the torque as large as possible exceeding the compensation end torque Ted may be output to the motor 3, and the motor torque may be continuously decreased toward the compensation end torque Ted as in step S30.
By the torque compensation routine of the HEVECU 14, the motor torque is controlled as follows at the time of shifting.

FIG. 6 is a torque characteristic diagram showing the control status of the motor compensation torque at the time of shifting, and FIG. 7 is a time chart showing the control status of the motor compensation torque at the time of shifting. 7 is the same as that of the first embodiment shown in FIG. 4 except for the compensation torque control of the motor 3.
The control of the motor torque during the shift is executed according to the determination based on the compensation start torque Tst executed in step S28 of FIG. When the compensation start torque Tst is equal to or greater than the instantaneous maximum torque of the motor 3, the motor torque during the shift is controlled so as to maintain a constant compensation end torque Ted. The control state at this time is the same as that described in the first embodiment based on FIG. 3, and the clutch is engaged while the compensation end torque Ted corresponding to the required torque of the next shift stage is maintained during the shift. Therefore, engine running is resumed without significantly reducing the axle torque, and the driver's uncomfortable feeling due to torque loss or the like can be reliably prevented.

Further, the motor torque when the compensation start torque Tst is less than the instantaneous maximum torque of the motor 3 is controlled to the compensation start torque Tst at the start of the shift, and thereafter decreases at a constant rate of change to the compensation end torque Ted at the completion of the shift. It is controlled so as to substantially match. That is, the motor torque at this time gradually decreases from the high torque side toward the compensation end torque Ted corresponding to the required torque of the next gear.

  As described above, even if a constant compensation torque is generated by the motor 3 during the shift, the axle torque of the front wheel 1 is changed from the value through the current shift stage before the shift to the value through the next shift stage after the shift. It is inevitable that it will decline. In automatic transmissions where gear shifting is performed without the driver's involvement, this phenomenon can cause the driver to feel uncomfortable as well as torque loss, so the sudden change in axle torque during shifting can be alleviated. Is desirable. By controlling the motor torque, the motor torque gradually decreases from the high torque side toward the compensation end torque Ted during the shift, as a result, the sudden change in the axle torque during the shift is alleviated as shown in FIG. Specifically, it is possible to alleviate a sudden change when the decreasing axle torque changes corresponding to the required torque of the next shift stage upon completion of the shift (location indicated by A in FIG. 7). Therefore, it is possible to further prevent the driver from feeling uncomfortable at the time of shifting as compared with the first embodiment, thereby achieving further improvement in acceleration feeling.

In addition, such control for reducing the motor torque from the compensation start torque Tst has the effect of mitigating sudden changes in the axle torque, but causes an increase in power consumption due to the output of the compensation start torque Tst exceeding the rated maximum torque line. become. Therefore, in the present embodiment, the predetermined value α for calculating the compensation start torque Tst is set to a smaller value for the higher gear shift stage where it is difficult for the driver to feel an unnatural abrupt change in axle torque. As a result, an increase in power consumption can be suppressed as much as possible, and the effect of alleviating the sudden change in axle torque can be realized.

This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the present invention is embodied as a hybrid vehicle including the engine 7 as a driving power source. However, the present invention is not limited to this. For example, the motor 3 may be provided in addition to the engine 7.
In the second embodiment, the compensation start torque Tst is calculated by adding the predetermined value α to the required torque of the next gear, but the present invention is not limited to this. For example, when there is a margin in the instantaneous maximum torque of the motor 3, the required torque of the current shift stage before the shift may be set as the compensation start torque Tst. In this case, since the motor torque during the shift continuously decreases from the required torque (Tst) of the current gear to the required torque (Ted) of the next gear, it is possible to further suppress sudden changes in the axle torque. it can.

  Further, in the above embodiment, torque compensation by the motor 3 is performed at all shifts in the upshift direction. However, as described above, it is difficult for the driver to feel unnatural acceleration fluctuations at the shift on the high gear side. Torque compensation may not be performed at a predetermined gear position or higher.

1 Front wheel (drive wheel)
3 Motor 4 Transmission 7 Engine (Power source for traveling)
14 HEVECU (motor assist control means)

Claims (3)

A configuration in which power output from an engine mounted on a vehicle is transmitted to a transmission via a clutch and transmitted from the transmission to the driving wheels of the vehicle, while the driving wheels can be driven by an electric motor. The clutch is connected to transmit the torque of the engine to the drive wheel via a predetermined shift stage of the transmission, and when the transmission is shifted, the clutch is disconnected and the electric motor is operated. In a hybrid vehicle control device comprising motor assist control means for executing torque compensation control for transmitting motor torque to the drive wheels,
The transmission is shifted at a timing at which the amount of torque transmitted from the engine to the drive wheels through the next shift stage after the shift is less than the instantaneous maximum torque amount of the electric motor at each shift stage,
The motor assist control means is configured such that a torque amount transmitted from the electric motor to the drive wheels upon completion of the shift of the transmission is a torque amount transmitted from the engine to the drive wheels through a next shift stage after a shift. And determine the amount of torque so that it is substantially equal to the torque, and transmit the amount of torque to the drive wheel.
A torque amount increased by a predetermined value from the torque transmitted through the next gear at the start of the shift is determined, and the torque amount increased by the predetermined value is smaller than the instantaneous maximum torque amount of the electric motor. If there is, the electric motor torque during the shift is increased by the predetermined value, and then reduced to a torque amount that is substantially equal to the torque transmitted through the next gear when the shift is completed. A control device for a hybrid vehicle, characterized in that: The motor assist control means determines a torque amount that is higher by a predetermined value than the torque transmitted through the next gear at the start of the shift, and the torque amount increased by the predetermined value is the instantaneous maximum of the electric motor. If the torque amount is equal to or greater than the torque amount, a torque amount that is substantially equal to a torque transmitted through the next shift stage from the time of the shift to the completion of the shift is transmitted from the electric motor to the drive wheel. Item 2. A control device for a hybrid vehicle according to Item 1. The motor assist control means includes
The predetermined value for increasing the motor torque during the shifting is set to a smaller value as the gear position on the high gear side,
The control apparatus for a hybrid vehicle according to claim 2, wherein the motor torque during the shift is controlled based on a predetermined value corresponding to each shift stage.

Images