JP5796382B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle that includes an engine and a rotating machine and can travel in any one of an EV travel mode, a series travel mode, and a parallel travel mode.

  An engine, a first rotating machine coupled to the engine, a connection / disconnection device capable of connecting / disconnecting the engine and the first rotating machine to / from the wheel, and a second rotating machine connected to the wheel; The EV (Electric Vehicle) running mode that runs using only the second rotating machine as a driving force source with the device shut off, and the first rotating machine rotates with the engine disconnected and disconnected from the wheel. A series HEV (Hybrid Electric Vehicle) traveling mode (also referred to as a series traveling mode) that travels using the second rotating machine as a driving force source while driving and generating power, and at least a connecting / disconnecting device is connected. A hybrid vehicle capable of traveling in three traveling modes including a parallel HEV traveling mode (also referred to as a parallel traveling mode) that travels using an engine as a driving force source. It is well known. For example, this is a series-parallel hybrid electric vehicle described in Patent Document 1. In the hybrid electric vehicle described in Patent Document 1, EV traveling, series traveling, and parallel traveling are switched based on a vehicle speed and a load (required driving force) from a preset switching map.

  Here, in such a hybrid vehicle, the vehicle deceleration can be generated by using the engine and the rotating machine independently or in combination according to the traveling state (each traveling mode) during deceleration traveling. For example, in the EV traveling mode and the series traveling mode, it is conceivable that the vehicle deceleration is always generated by the regenerative braking force by the rotating machine that is the driving force source. In parallel travel mode, vehicle deceleration is generated by the engine braking force generated by the engine that is the driving force source, and regenerative braking is executed by the rotating machine while the engine braking force is being generated to assist the engine braking. It is possible.

JP 2009-274466 A

  By the way, when the vehicle is decelerating on a long downhill (downhill road), the charging capacity SOC is likely to increase due to the regenerative power of the rotating machine for obtaining vehicle deceleration, or the temperature of the rotating machine is low. It becomes easy to rise. If it does so, the amount of regeneration of a rotary machine will be restrict | limited and it will become difficult to generate | occur | produce desired rotary machine output (namely, vehicle deceleration). Therefore, even if vehicle deceleration is first generated by a rotating machine, it is considered necessary to generate vehicle deceleration by an engine instead of the rotating machine in the long term. On the other hand, a vehicle that can switch the gear stage (or shift range) of an automatic transmission by a shift operation by a driver (user) is also well known, regardless of whether or not it has an automatic transmission. Such a concept of the shift operation can be applied to a concept of a deceleration operation for increasing or decreasing the vehicle deceleration by, for example, a manual operation. Therefore, when a deceleration increase request for increasing the vehicle deceleration is made by the deceleration operation, it is considered necessary to generate a vehicle deceleration according to the deceleration increase request. As described above, there are various ways of generating the vehicle deceleration, but it is desired to generate the vehicle deceleration according to the driver's request for increasing the deceleration by an appropriate method according to each driving mode. . The above-described problem is not known, and no proposal has yet been made on how to generate vehicle deceleration in response to a driver's request for increase in deceleration for each of the three travel modes.

  The present invention has been made against the background of the above circumstances, and the purpose of the present invention is to determine the vehicle deceleration requested by the user according to the running state when the deceleration increase request is made by the user. An object of the present invention is to provide a control device for a hybrid vehicle that can be generated appropriately.

The gist of the first invention for achieving the above object is as follows: (a) an engine, a first rotating machine coupled to the engine, and the engine and the first rotating machine connected to wheels. a disengaging device which can be shut off, a control apparatus for a hybrid vehicle and a second rotary motor connected to the wheel, the first by its engine while blocking to the wheels (b) pre-SL engine Deceleration increase request for increasing the vehicle deceleration by the driver during the deceleration traveling in the series traveling mode in which only the second rotator is used as a driving force source while generating power by rotating the rotator. Is generated, the engine generates a vehicle deceleration corresponding to the deceleration increase request , and (c) the deceleration increase request is made during deceleration traveling in the series traveling mode. First of all, A vehicle deceleration generated by the engine when the second rotating machine generates a vehicle deceleration according to the deceleration increase request and then switches the connection / disconnection device from a disconnected state to a connected state. And reducing the vehicle deceleration generated by the second rotating machine toward zero in accordance with the increased vehicle deceleration, the vehicle deceleration corresponding to the deceleration increase request by the second rotating machine is reduced. There is a transition from the generation of speed to the generation of vehicle deceleration in response to a request for increase in deceleration by the engine .

In this way, series running mode to the manual deceleration increase request made a case, the vehicle deceleration is caused to act appropriately by the engine brake. Even in the series travel mode, it is possible to shift to generation of vehicle deceleration by the engine without a sense of incongruity. Therefore, the vehicle deceleration requested by the user can be appropriately generated according to the traveling state when the driver requests the deceleration increase.

Here, the second invention is the hybrid vehicle control device according to the first invention, wherein the engine is connected to the wheels and at least the engine is used as a driving force source for parallel running. during deceleration at mode, when said deceleration increase request is made is in a rapidly generate the vehicle deceleration in accordance with the deceleration increase request in the engine Turkey. In this way, even when a deceleration increase request is made in the parallel travel mode , the vehicle deceleration is promptly and appropriately applied by the engine brake. Therefore, the vehicle deceleration requested by the user can be appropriately generated according to the traveling state when the driver requests the deceleration increase.

  Further, a third aspect of the present invention is the hybrid vehicle control device according to the first aspect or the second aspect, wherein only the second rotating machine is supplied as a driving force source while the engine is shut off from the wheels. When the deceleration increase request is made during the deceleration traveling in the EV traveling mode that is used as the vehicle, the engine generates a vehicle deceleration corresponding to the deceleration increase request. In this way, even when a deceleration increase request is made in the EV traveling mode in addition to the parallel traveling mode and the series traveling mode, the vehicle deceleration is appropriately applied by the engine brake. Therefore, the vehicle deceleration requested by the user can be appropriately generated according to the traveling state when the driver requests the deceleration increase.

  According to a fourth aspect of the present invention, in the hybrid vehicle control device according to the third aspect of the present invention, when the deceleration increase request is made during deceleration traveling in the EV traveling mode, the connection / disconnection device. By switching from a state where the engine is cut off to a connected state, the rotational speed of the engine is raised from the rotation stopped state, and a vehicle deceleration corresponding to the deceleration increase request is generated by the engine. In this way, even in the EV travel mode, the vehicle deceleration is applied by the engine brake from the initial stage when the deceleration increase request is made.

  Further, according to a fifth aspect of the present invention, in the hybrid vehicle control device according to the fourth aspect of the present invention, in the transient process of switching to the state where the connection / disconnection device is connected, the vehicle deceleration is greater than the vehicle deceleration corresponding to the deceleration increase request. A vehicle deceleration generated by the engine with respect to the vehicle deceleration corresponding to the deceleration increase request is generated by the second rotating machine while the vehicle deceleration corresponding to the deceleration increase request is generated by the engine. After switching to the connected state, the vehicle and the second rotating machine generate vehicle deceleration according to the deceleration increase request from the engine and the second rotating machine according to the deceleration increase request from the engine. There is to move to. If it does in this way, the shock at the time of switching to the state which connected the connection / disconnection apparatus by raising the rotation speed of an engine from a rotation stop state can be suppressed. In addition, the vehicle deceleration requested by the user can be appropriately generated, and the vehicle can be shifted to generation of the vehicle deceleration by the engine without a sense of incongruity.

  According to a sixth aspect of the present invention, in the hybrid vehicle control device according to any one of the first to fifth aspects of the present invention, when the engine speed increases, the first rotation It is to execute rotation control of the engine by powering the machine. In this way, when the connecting / disconnecting device is in a disconnected state or during a transient process of switching to the connecting / disconnecting device connected state, the engine can be quickly pulled up, and the engine in response to a request for increasing deceleration The brake can be applied quickly. Moreover, the shock at the time of switching to the state which connected the connection / disconnection apparatus can be suppressed. Moreover, even when the vehicle deceleration is actually generated only by the rotating machine, it is possible to obtain a feeling that the engine brake is effective, and it is difficult to cause a sense of incongruity with the generation (increase) of the vehicle deceleration. .

  According to a seventh aspect of the present invention, in the hybrid vehicle control device according to the sixth aspect of the present invention, the hybrid vehicle control device further includes a power storage device that transfers power between the first rotating machine and the second rotating machine, When the charging capacity of the power storage device exceeds a predetermined capacity that is set in advance as a value that allows charging, the regenerative power by the second rotating machine when the second rotating machine generates vehicle deceleration. To power the first rotating machine using If it does in this way, the regenerative electric energy by the 2nd rotary machine charged in an electrical storage apparatus will be set to zero, or it will be suppressed, and the regenerative braking force by a 2nd rotary machine will be ensured appropriately.

It is a figure explaining the schematic structure of the power transmission path | route which comprises the vehicle to which this invention is applied, and is a figure explaining the principal part of the control system provided in the vehicle. It is a figure which shows an example of the shift operation apparatus which switches a multiple types of shift position by artificial operation. It is a figure which shows an example of the speed change operation apparatus provided separately from the shift lever in order to perform speed change operation. It is a functional block diagram explaining the principal part of the control function of an electronic controller. It is a figure explaining the various driving modes of a vehicle, and the operating state of each part. It is a figure which shows an example of the mode switching map which switches EV driving mode, series HEV driving mode, and parallel HEV driving mode. It is a flowchart explaining the control operation | movement for generating appropriately the vehicle deceleration which a user requests | requires according to the driving | running state at the time of the driving | running state when the important part of the control operation of an electronic controller, ie, the deceleration increase request | requirement was made by the user. It is a time chart which shows an example at the time of performing the control action shown in the flowchart of Drawing 7, Comprising: It is a case where it is running in series HEV driving mode. It is a figure explaining the schematic structure of the power transmission path | route which comprises another vehicle to which this invention is applied. It is a figure explaining another vehicle to which this invention is applied, (a) is a schematic block diagram, (b) is a figure which shows several driving modes and the operating state of each part. It is a figure explaining another vehicle to which this invention is applied, (a) is a schematic block diagram, (b) is a figure which shows several driving modes and the operating state of each part.

  In the present invention, the engine is preferably an internal combustion engine that generates power by burning fuel. The rotating machine is a rotating electric machine, specifically, a generator, an electric motor, or a motor generator that can alternatively obtain functions thereof. The rotating machine may be connected to a wheel connected to the engine via the connecting / disconnecting device without driving the connecting / disconnecting device, and drives the wheel. ) May be configured to drive wheels different from the engine, such as driving rear wheels (or front wheels). The connecting / disconnecting device can disconnect and transmit power transmission, and is a wet or dry engagement device (for example, friction engagement type or meshing type clutch or brake) provided in the power transmission path from the engine to the wheel, and its power. It is an engagement device or the like that is provided in an automatic transmission that constitutes a part of a transmission path, and that can make the automatic transmission into a so-called neutral state in which power transmission is interrupted.

  Preferably, when the automatic transmission is further provided, the connection / disconnection device includes a first clutch provided between the engine and an output rotation member (for example, an output shaft) of the automatic transmission. A second clutch provided between the output rotation member of the automatic transmission and the wheel may be provided. And the state where the connection / disconnection device is disconnected is a state where at least one of the first clutch and the second clutch is released so that power cannot be transmitted, and the state where the connection / disconnection device is connected is Both the first clutch and the second clutch are engaged so that power can be transmitted. If it does in this way, the vehicle deceleration can be generated by at least the engine by setting the connecting / disconnecting device to the connected state at the time of deceleration traveling.

  Preferably, the automatic transmission includes a transmission alone, a transmission having a fluid transmission such as a torque converter, or a transmission having a sub-transmission. This transmission is a known planetary gear type automatic transmission, a known synchronous mesh type parallel shaft type automatic (/ manual) transmission, and its synchronous mesh type parallel axis type automatic transmission, but having two input shafts. The transmission includes a so-called DCT (Dual Clutch Transmission), a known belt type continuously variable transmission, a known traction type continuously variable transmission, and the like.

  Preferably, the vehicle is provided with a manual mode in which the vehicle deceleration can be increased / decreased by a deceleration increase / decrease operation by the driver, and the deceleration increase request is a deceleration increase operation by the driver in the manual mode. is there. If it does in this way, the vehicle deceleration according to deceleration increase operation in the manual mode which a user demands can be generated appropriately.

  Preferably, the EV travel mode or the series travel mode is a travel mode for executing motor travel that travels using only the second rotating machine as a travel drive power source in a state where the connection / disconnection device is disconnected. It is. In these EV travel mode and series travel mode, for example, vehicle deceleration can be generated only by the second rotating machine during deceleration travel.

  Preferably, in the parallel traveling mode, the engine is connected to a driving force transmission path, and the engine and at least one of the first rotating machine and the second rotating machine are used for traveling. In addition to a narrow parallel driving mode that can be used as a driving force source, an engine driving mode that can be used by using only the engine as a driving power source for driving, and a driving power for driving the engine and the second rotating machine. For example, a series parallel traveling mode in which the first rotating machine is driven to rotate by the engine to generate electric power may be included. In other words, the engine is always used as a driving force source for traveling, and at least one of the first rotating machine and the second rotating machine is always or assistively used as a driving force source. It should be. Further, in this parallel travel mode, the engine is connected to the wheels, and for example, vehicle deceleration can be generated by the engine during slow travel.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path in a drive device 12 constituting a hybrid vehicle 10 (hereinafter referred to as a vehicle 10) that is a vehicle to which the present invention is applied. It is a figure explaining the principal part of a control system. In FIG. 1, the driving device 12 includes an engine 14 and a first motor generator MG1 that can function as a driving power source for travel (hereinafter referred to as a driving power source), and is a pair of left and right front wheels. A rear drive unit 12B that includes a front drive unit 12A that drives the drive wheels 16 and a second motor generator MG2 that can function as a drive force source, and that drives a rear drive wheel 18 that is a pair of left and right rear wheels. Including.

  The front drive unit 12A includes a first motor generator MG1, a first motor generator MG1, and a first motor generator MG1, which are arranged in order from the engine 14 side in the power transmission path between the engine 14 and the front drive wheels 16 and are connected in series. 1 clutch C1, automatic transmission 20, 2nd clutch C2, 1st gear pair 22, and front differential gear apparatus 24 are provided. As described above, the engine 14 and the first motor generator MG1 are driven forward through the first clutch C1, the automatic transmission 20, the second clutch C2, the first gear pair 22, the front differential gear device 24, and the like in order. The wheel 16 is connected to be able to transmit a driving force.

  The engine 14 is composed of a well-known internal combustion engine that generates power by combustion of fuel, and the output is adjusted by controlling, for example, the intake air amount, the fuel injection amount, and the ignition timing. Further, when the engine is started, for example, the first motor generator MG1 functions as an engine starter (engine starter).

  First motor generator MG1 is composed of an AC synchronous motor generator that functions as both an electric motor and a generator, and is electrically connected to power storage device 28 via inverter 26 and mechanically connected to engine 14. The first rotating machine. The operation of first motor generator MG1 is controlled by inverter 26.

The automatic transmission 20 is arranged in parallel with the input side groove width variable pulley 30 connected to the first motor generator MG1 through the first clutch C1, and in parallel with the input side groove width variable pulley 30, and through the second clutch C2. It comprises a well-known belt-type continuously variable transmission including an output-side groove width variable pulley 32 connected to the first gear pair 22 and a transmission belt 34 wound around each of the pulleys 30 and 32. . In the automatic transmission 20, the input / output rotational speed ratio, that is, the gear ratio (gear ratio) γ and the belt clamping pressure are changed by controlling the groove widths of the variable groove width pulleys 30 and 32 by the hydraulic control circuit 36. It is like that. The gear ratio γ is the ratio of the output-side pulley rotational speed N _CR is the rotational speed of the input side groove width variable pulley 30 rotational speed of the input side pulley rotational speed N _CF output side groove width variable pulley 32 (N _CF / N _CR ).

  The first clutch C1 and the second clutch C2 are each constituted by a well-known wet multi-plate clutch, and each engagement / release is controlled by a hydraulic control circuit 36. The first clutch C <b> 1 is provided between the engine 14 and a transmission output shaft 35 as an output rotation member of the automatic transmission 20. The second clutch C <b> 2 is provided between the transmission output shaft 35 and the front drive wheel 16. The first clutch C1 and the second clutch C2 are connecting / disconnecting devices capable of connecting and disconnecting the engine 14 and the first motor generator MG1 with respect to the front drive wheels 16. The state in which the connecting / disconnecting device is disconnected is a state in which at least one of the first clutch C1 and the second clutch C2 is disengaged so that power cannot be transmitted, and the state in which the connecting / disconnecting device is connected is the first clutch. Both C1 and the second clutch C2 are engaged so that power can be transmitted.

  The rear drive unit 12B is disposed in order from the second motor generator MG2 side in the power transmission path between the second motor generator MG2 and the second motor generator MG2 and the rear drive wheel 18, and is connected in series with each other. Further, a second gear pair 38 and a rear differential gear device 40 are provided. Thus, the second motor generator MG2 is connected to the rear drive wheel 18 through the second gear pair 38, the rear differential gear device 40, and the like in order so that the driving force can be transmitted.

  The second motor generator MG2 is composed of an AC synchronous motor generator that functions as both a motor and a generator, like the first motor generator MG1, and is electrically connected to the power storage device 28 via the inverter 26. The second rotating machine is mechanically coupled to the rear drive wheel 18. The operation of second motor generator MG2 is controlled by inverter 26.

Further, the vehicle 10 of the present embodiment can shift the automatic transmission 20 by an automatic transmission mode in which the automatic transmission 20 is shifted according to a known shift map as a predetermined relationship and a shift operation by a user (driver). It is possible to switch the shift mode of the automatic transmission 20 between the manual shift mode. For this reason, the vehicle 10 has a plurality of shift positions P _SH including a manual shift position for setting the shift mode to the automatic shift mode and a manual shift position for setting the shift mode to the manual shift mode. A shift operating device 52 as shown in FIG. 2 provided with a shift lever 50 as a selectable shift position selecting device is disposed beside the driver's seat, for example.

  In FIG. 2, the shift lever 50 is in a neutral state where the power transmission path in the front drive unit 12 </ b> A is interrupted and the second motor generator MG <b> 2 is in a no-load state (free state), that is, a neutral state, and the output of the automatic transmission 20. “P (parking)”, which is a parking position (P position) for locking the shaft, “R (reverse)”, which is a reverse running position (R position) for reverse running, and neutral for the above neutral state “N (Neutral)”, which is the position (N position), is an automatic shift position for establishing automatic shift mode and executing automatic shift control within the change range of the changeable gear ratio γ of the automatic transmission 20. “D (drive)”, which is the forward automatic shift travel position (D position), or manual shift mode is established. Forward manual shift as a manual shift position for executing shift control of the automatic transmission 20 so as to achieve a gear ratio γ corresponding to a predetermined shift stage (gear stage) changed according to the shift operation of the shift lever 50 It is provided so as to be manually operated to “M (manual)” which is a traveling position (M position).

  The M position is provided, for example, adjacent to the width direction of the vehicle 10 at the same position as the D position in the front-rear direction of the vehicle 10, and the automatic transmission 20 is operated by operating the shift lever 50 to the M position. In FIG. 4, any of a plurality of shift stages preset and stored corresponding to a plurality of stepped gear ratios is changed according to the operation of the shift lever 50. Specifically, the M position is provided with an upshift position “+” and a downshift position “−” in the front-rear direction of the vehicle 10, and the shift lever 50 has their upshift position “+”. Alternatively, when the downshift position “−” is operated, the speed is switched to any one of the above-described shift stages. Thereby, based on the user operation of the shift lever 50, it switches to a desired gear stage. The shift lever 50 is automatically returned to the M position from the upshift position “+” or the downshift position “−” by a biasing means such as a spring.

  Further, the vehicle 10 is provided with a shift operation device 54 that can perform a shift operation equivalent to the shift operation by the shift lever 50 to the upshift position “+” or the downshift position “−” in the M position. Yes. FIG. 3 is a diagram illustrating an example of a shift operation device 54 provided separately from the shift lever 50 for performing a shift operation. In FIG. 3, the speed change operation device 54 is a paddle switch 54 mounted on a steering wheel 56, and is provided with an upshift switch 58 and a downshift switch 60. For example, the upshift switch 58 and the downshift switch 60 can be operated to the driver side while holding the steering wheel 56 to perform a shift operation equivalent to the shift operation by the shift lever 50. Specifically, when the upshift switch 58 or the downshift switch 60 is operated while the shift lever 50 is operated to the M position, the shift speed is set to any one of the gear positions set in advance in the automatic transmission 20. Can be switched. As a result, in the manual shift mode, the desired shift stage is switched based on the user operation of the paddle switch 54. The paddle switch 54 is automatically returned to the initial position by a biasing means such as a spring.

  In this embodiment, even when the D position is selected by the shift lever 50, it is possible to temporarily shift to the manual shift mode by a shift operation using the paddle switch 54. Specifically, when the upshift switch 58 or the downshift switch 60 is operated while the shift lever 50 is operated to the D position, the shift mode is temporarily set to the manual shift mode, and the paddle switch 54 In accordance with a user operation, the automatic transmission 20 is switched to one of the above-described shift speeds.

  In addition, the shift operation by the shift lever 50 or the paddle switch 54 basically switches a plurality of gear stages set in the automatic transmission 20 by manual operation (user operation) in the manual shift mode. It is possible to apply the concept of such a speed change operation also to the second motor generator MG2 that transmits power without going through the transmission. For example, the driving torque or the regenerative torque that can be output by the second motor generator MG2 is set in a stepwise manner, and the torque set in a stepwise manner is output according to the user operation of the shift lever 50 or the paddle switch 54. When traveling using only the second motor generator MG2 (that is, during motor traveling), the user feels as if acceleration or deceleration is generated in response to a shift operation in the automatic transmission 20 as if the gear is being switched. Can get a sense of For this reason, in the present embodiment, the torque set in stages is regarded as a gear stage for the sake of convenience, even during travel where the shift of the automatic transmission 20 is not related, for example, during motor travel. A plurality of gear stages are set as in the case of 20, and the concept of upshift operation and downshift operation is applied.

  On the other hand, a shift operation such as an upshift operation or a downshift operation leads to an increase / decrease in vehicle acceleration during driving, and an increase / decrease in vehicle deceleration during deceleration traveling. In particular, during deceleration traveling, the user operation by the shift lever 50 or the paddle switch 54 should be referred to as a deceleration increase / decrease operation (deceleration decrease operation or deceleration increase operation) that increases or decreases the vehicle deceleration. Therefore, in this embodiment, this deceleration increase / decrease operation (deceleration change operation) is handled in agreement with the shift operation (upshift operation or downshift operation) by the shift lever 50 or the paddle switch 54. Specifically, in this embodiment, a manual shift mode is provided as a manual mode in which the vehicle deceleration can be increased or decreased by a deceleration increase / decrease operation by the user, and the shift operation in the manual shift mode is performed in this manual mode. This corresponds to a deceleration increase / decrease operation by the user, that is, a user deceleration request. For example, the downshift operation corresponds to a deceleration increase operation for increasing the vehicle deceleration by a user operation, that is, a deceleration increase request for increasing the user's deceleration request. The upshift operation corresponds to a deceleration reduction operation for reducing the vehicle deceleration by a user operation, that is, a deceleration reduction request for reducing the user's deceleration request. Therefore, the shift lever 50 and the paddle switch 54 function as a deceleration increasing / decreasing device (deceleration changing device) that can change the vehicle deceleration based on the user's operation. In particular, the downshift switch 60 is a deceleration increasing device capable of increasing the vehicle deceleration based on a user operation.

Returning to FIG. 1, the vehicle 10 is provided with an electronic control device 100 including a control device related to, for example, hybrid drive control. The electronic control device 100 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. By performing signal processing, output control of the engine 14, output control including regeneration control of the first motor generator MG1 and the second motor generator MG2, shift control of the automatic transmission 20, the first clutch C1 and the second clutch C2 Various controls of the vehicle 10 such as engagement control are executed. In the electronic control unit 100, each sensor shown in FIG. 1 provided in the vehicle 10 (for example, each rotational speed sensor 70, 72, 74, 76, 78, accelerator opening sensor 80, shift position sensor 82, battery sensor 84). And various input signals (for example, engine rotational speed N _E , transmission input rotational speed N _IN (that is, input-side pulley rotational speed N _CF ), and transmission output rotational speed corresponding to the vehicle speed V. N _OUT (that is, output pulley rotational speed N _CR ), first rotating machine rotational speed N _MG1 , second rotating machine rotational speed N _MG2 , accelerator opening Acc, upshift position “+” and downshift position “−” shift position _{P SH,} battery temperature _{TH BAT} and the battery charge and discharge current _{I BAT} and the battery voltage _{V BA} of the power storage device 28 including , The up-shift operation _{S UP,} such as the down-shift operation _{S DN)} is supplied. Further, the electronic control device 100 sends various output signals (for example, an engine output control command signal S _E ) to each device (for example, the engine 14, MG1 and MG2 (inverter 26), the hydraulic control circuit 36, etc.) provided in the vehicle 10. Rotating machine control command signal S _M , hydraulic command signal _SP, etc.) are supplied. The electronic control unit 100 sequentially calculates the state of charge (charge capacity) SOC of the power storage device 28 based on, for example, the battery temperature TH _BAT , the battery charge / discharge current I _BAT , and the battery voltage V _BAT .

FIG. 4 is a functional block diagram for explaining a main part of the control function by the electronic control unit 100. In FIG. 4, the vehicle state determination unit, that is, the vehicle state determination unit 102 determines whether or not the shift position P _SH of the shift lever 50 is the D position, for example. Further, the vehicle state determination unit 102 determines whether or not the shift position P _SH of the shift lever 50 is the M position.

The shift control unit, that is, the shift control means 104 performs shift control of the automatic transmission 20. For example, when the vehicle state determination unit 102 determines that the shift control unit 104 is in the D position, the shift mode is set to the automatic shift mode, and the vehicle speed V and the accelerator opening Acc (or transmission output torque T _OUT or the like) are set. And a target transmission input rotational speed N _IN ^* based on the vehicle state indicated by the actual vehicle speed V and the accelerator opening Acc from a predetermined relationship (shift diagram, shift map) stored in advance as variables, and outputs a pressure command signal S _P for controlling the hydraulic actuators of the automatic transmission 20 so that the target transmission input rotational speed N _iN transmission input rotational speed N _iN toward ^* is changed to the hydraulic control circuit 36. As a result, the gear ratio γ is automatically controlled in the automatic transmission mode at the D position. Further, for example, when the vehicle state determination unit 102 determines that the shift control unit 104 is in the M position, the shift mode is set to the manual shift mode and the shift lever 50 or the paddle switch 54 is used without depending on the shift map. In response to a shift operation by the user in the hydraulic control circuit 36, a hydraulic command signal SP for changing a plurality of shift stages preset and stored in response to a plurality of stepped gear ratios in the automatic transmission 20 is _supplied to the hydraulic control circuit 36. Output. As a result, in the manual shift mode at the M position, the gear is switched to a desired gear position according to the user operation. Further, for example, when the paddle switch 54 is operated when the vehicle state determination unit 102 determines that the vehicle is in the D position, the transmission control unit 104 changes the transmission mode from the automatic transmission mode to the manual transmission mode temporarily. as, in accordance with the shift operation by a user in a paddle switch 54, a hydraulic pressure command signal S _P for changing a plurality of shift speeds that are stored are set in advance corresponding to the plurality of phased gear ratio in the automatic transmission 20 Output to the hydraulic control circuit 36. As a result, in the temporary manual shift mode at the D position, the gear is switched to a desired shift stage according to the user operation. Further, the shift control means 104 determines whether or not an automatic return condition for automatically returning from the temporary manual shift mode to the automatic shift mode is satisfied in the temporary manual shift mode at the D position, for example. When the automatic return condition is satisfied, the shift mode is returned to the D-position automatic shift mode. It should be noted that the automatic return condition is that, for example, when the accelerator-on state continues for a certain period of time or more at the same shift stage in the temporary manual shift mode, acceleration is accelerated at the selected shift stage because the accelerator opening Acc is large. This is established when there is a shortage or when the vehicle 10 is stopped.

  The hybrid control unit, that is, the hybrid control means 106 functions as an engine drive control means for controlling the drive of the engine 14, and serves as a drive power source or generator by the first motor generator MG 1 and the second motor generator MG 2 via the inverter 26. And a function as a clutch control means for controlling the operation of the first clutch C1 and the second clutch C2 via the hydraulic control circuit 36. The hybrid drive control by the engine 14 and the rotating machine MG is executed by the function. For example, the hybrid control means 106 travels by switching a plurality of types of travel modes shown in FIG.

  Specifically, in FIG. 5, in the EV travel mode, the first clutch C1 and the second clutch C2 are both released (that is, the power transmission path is disconnected), and the engine 14 is disconnected from the driving force transmission path. In the state (that is, in a state where the engine 14 is disconnected from the front drive wheel 16), the engine 14 is stopped and the first motor generator MG1 is in a no-load state (a free rotation state in which torque is zero), while the second motor The generator MG2 is controlled to be powered and travels forward or backward. Further, the series HEV traveling mode as the series traveling mode is a state in which the first motor generator is operated by operating the engine 14 in a state where both the first clutch C1 and the second clutch C2 are released and the engine 14 is disconnected from the driving force transmission path. While the MG1 is driven to rotate and the first motor generator MG1 is controlled to generate electricity (that is, regenerative control), the second motor generator MG2 is controlled to perform power running in the same manner as in the EV travel mode, and travels forward or backward. At this time, the electric power obtained by first motor generator MG1 is supplied to second motor generator MG2 or used for charging power storage device 28. The power running control means that the motor generator is used as an electric motor, and the power generation control means that the motor generator is used as a generator. In the embodiment of FIG. 5, the first clutch C1 and the second clutch C2 are both released in order to disconnect the engine 14 from the driving force transmission path, but at least the first clutch C1 and the second clutch C2 One may be in a released state. As described above, in the EV traveling mode and the series HEV traveling mode, motor traveling can be performed in which only the second motor generator MG2 is used as a driving force source in a state where at least one of the first clutch C1 and the second clutch C2 is released. Driving mode.

  Further, in the parallel HEV traveling mode as the parallel traveling mode, the engine 14 is connected to the driving force transmission path with both the first clutch C1 and the second clutch C2 engaged (that is, the connection of the power transmission path is connected). (That is, when the engine 14 is connected to the front drive wheel 16), this is a travel mode in which travel is possible using at least the engine 14 as a driving force source, and parallel HEV [1]-[3 ] Has three types of sub-modes. In the parallel HEV [1] (the parallel HEV travel mode in a narrow sense) that is the top sub-mode, the engine 14 is operated and the first motor generator MG1 is controlled by powering to drive the engine 14 and the first motor generator MG1. The vehicle travels as a force source, and the second motor generator MG2 is in a no-load state. In this parallel HEV [1], the second motor generator MG2 may be power-running controlled instead of the first motor generator MG1, or both the first motor generator MG1 and the second motor generator MG2 are power-running controlled to drive power. May be generated. In parallel HEV [2] (series parallel HEV running mode), which is the second sub-mode, the engine 14 is operated and the second motor generator MG2 is controlled to perform powering, thereby driving the engine 14 and the second motor generator MG2. While traveling as a source, the first motor generator MG1 is controlled to generate power. At this time, the electric power obtained by first motor generator MG1 is supplied to second motor generator MG2 or used for charging power storage device 28. In the parallel HEV [2], the first motor generator MG1 may be used as a driving force source by performing power running control, and the second motor generator MG2 may be controlled to generate power. Parallel HEV [3] (engine travel mode), which is the third sub-mode, is a travel mode in which the engine 14 is operated and travels using only the engine 14 as a driving force source. The first motor generator MG1 and the second motor All the generators MG2 are in a no-load state.

  The parallel HEV [1] can generate a large driving force compared to the parallel HEV [3]. For example, the first motor assists when acceleration is required when the accelerator opening Acc is increased or when traveling at high speed. The generator MG1 is quickly switched from the parallel HEV [3] to the parallel HEV [1] by the power running control. Parallel HEV [2] is also implemented in the same manner as parallel HEV [1]. For example, when the storage capacity SOC of the power storage device 28 is relatively large, parallel HEV [1] is executed, and the charge capacity SOC is relatively low. If it is less, parallel HEV [2] is executed.

  The hybrid control means 106 travels by switching between the EV travel mode, the series HEV travel mode, and the parallel HEV travel mode in accordance with a predetermined mode switching condition. For example, as shown in FIG. 6, the mode switching condition is set in advance as a two-dimensional mode switching map using the required driving force such as the accelerator opening Acc and the vehicle speed V as parameters, and is lower than the ES switching line (solid line). The driving force, the low vehicle speed side is an EV region where the vehicle travels in the EV traveling mode, and the space between the ES switching line and the SP switching line (one-dot chain line) is the series HEV region which travels in the series HEV traveling mode. The parallel HEV region in which the higher required driving force and the higher vehicle speed side travel in the parallel HEV traveling mode. Each of these switching lines is provided with a hysteresis (not shown) in order to prevent frequent switching of the travel mode due to a slight change in vehicle speed or a change in required driving force.

  Further, the hybrid control means 106 generates a vehicle deceleration at the time of acceleration-off decelerating when the accelerator opening degree Acc is determined to be zero. For example, when the hybrid control means 106 decelerates during the motor travel in the EV travel mode or the series HEV travel mode, the hybrid control means 106 keeps both the first clutch C1 and the second clutch C2 in the disengaged state and performs the power running control. By performing power generation control (regeneration control) on the second motor generator MG2 that has been performed, a braking force is applied to the vehicle 10 only by the second motor generator MG2 with rotation resistance by power generation control (that is, vehicle deceleration is generated). The power storage device 28 is charged with the generated electrical energy. Further, when the hybrid control means 106 is decelerated during traveling in the parallel HEV traveling mode, both the first motor generator MG1 and the first motor generator MG1 and the second clutch C2 remain engaged. Each of the second motor generators MG2 is put into a no-load state or is subjected to power generation control so that an engine braking force is applied to the vehicle 10 by at least the rotational resistance of the engine 14 (that is, vehicle deceleration is generated).

In the deceleration in the parallel HEV drive mode, the fuel cut of the engine 14 is running, the engine 14 corresponding to the engine rotational speed N _E uniquely determined by the gear ratio of the automatic transmission 20 gamma at that time and the vehicle speed V The vehicle deceleration (deceleration torque) is generated by the rotational resistance. On the other hand, in motor travel (EV travel mode, series HEV travel mode), the deceleration torque can be arbitrarily controlled by the magnitude of the regenerative torque of the second motor generator MG2, and the shift control of the automatic transmission 20 is not executed. For example, the target transmission input rotational speed N _IN ^* calculated from the shift map is converted into a gear ratio γ, and if the parallel HEV traveling mode is based on the gear ratio γ and the vehicle speed V at that time, the engine 14 It is preferable to calculate a deceleration torque that can be generated and generate a deceleration torque equivalent to the deceleration torque in the second motor generator MG2.

  Here, the vehicle 10 of the present embodiment is provided with a manual shift mode (including a temporary manual shift mode at the D position) as a shift mode in addition to the automatic shift mode. Therefore, the hybrid control means 106, when a user operation (deceleration increase / decrease operation) using the shift lever 50 or the paddle switch 54, that is, a deceleration request by the user is made during the deceleration traveling, the user operation (deceleration request). The vehicle deceleration corresponding to the desired gear position corresponding to the is generated.

  By the way, in motor travel (EV travel mode, series HEV travel mode), the second motor generator MG2 generates vehicle deceleration. However, when the vehicle travels at a slow downhill, the charge capacity SOC increases. It is easy or the temperature of the second motor generator MG2 is likely to rise. Then, the regeneration amount of second motor generator MG2 is limited, and it becomes difficult to generate a desired vehicle deceleration. Such a problem particularly occurs in the automatic shift mode or the manual shift mode when the vehicle deceleration is generated according to the downshift operation (deceleration increasing operation) by the user using the shift lever 50 or the paddle switch 54. Even if it exists, it is remarkable compared with the case where the deceleration increasing operation is not performed.

  In view of this, the electronic control device 100 according to the present embodiment allows the user to control the vehicle whether the vehicle is traveling in the parallel HEV traveling mode or the motor traveling (traveling in the EV traveling mode or the series HEV traveling mode). When a deceleration increase request for increasing the deceleration is made, finally, the engine 14 in a fuel cut state generates a vehicle deceleration according to the deceleration increase request.

Specifically, returning to FIG. 4, the downshift operation determination unit, that is, the downshift operation determination means 108 performs the downshift, that is, the downshift operation (deceleration) by the manual operation using the shift lever 50 or the paddle switch 54 during the deceleration traveling. For example, a signal indicating the shift position P _SH corresponding to the downshift position “−” in the shift operation device 52 or a signal indicating the downshift operation _SDN in the downshift switch 60 is input as to whether or not the increase operation has been performed. It is determined based on whether or not it has been done.

  The travel mode determination unit, that is, the travel mode determination unit 110 determines the travel mode when the downshift operation determination unit 108 determines that the downshift operation (deceleration increase operation) is performed during the deceleration travel. That is, the traveling mode determination unit 110 determines which of the parallel HEV traveling mode, the series HEV traveling mode, and the EV traveling mode is the traveling mode at the time of the downshift operation.

  When the travel mode determination unit 110 determines that the travel mode at the time of the downshift operation during the downshift operation is the parallel HEV travel mode, the hybrid control unit 106 sets the automatic transmission 20 according to the downshift operation. By outputting a downshift command for downshifting to the next gear position to the shift control means 104, the engine 14 in the fuel cut state promptly generates a vehicle deceleration (deceleration torque) in response to a deceleration increase request. . In accordance with the downshift command, the shift control means 104 downshifts the automatic transmission 20 from the current gear stage to the Lo gear side gear stage that is a desired gear stage according to the downshift operation.

  When the travel mode determination unit 110 determines that the travel mode during the downshift operation is the series HEV travel mode, the hybrid control unit 106 first (once) first motor generator MG2 The vehicle deceleration (deceleration torque) corresponding to the deceleration increase request is generated. That is, while the vehicle is decelerating in the series HEV travel mode and the deceleration torque is originally generated by the second motor generator MG2, the second motor generator MG2 increases the deceleration torque according to the deceleration increase request as it is. It is. At this time, the hybrid control unit 106 outputs a shift command for shifting the automatic transmission 20 to a desired shift stage according to the downshift operation to the shift control unit 104. The shift control means 104 shifts the automatic transmission 20 to the Lo gear side shift stage, which is a desired shift stage according to the downshift operation, in accordance with the shift command. At this time, the first clutch C1 and the second clutch C2 are still in the released state, and the vehicle deceleration is generated only by the second motor generator MG2. The hybrid control means 106 then switches both the first clutch C1 and the second clutch C2 from the disengaged state to the engaged state, thereby generating the deceleration torque in response to the deceleration increase request from the second motor generator MG2. The process shifts to generation of deceleration torque in response to a deceleration increase request by the engine 14.

  At the time of the transition of the deceleration torque, for example, the clutch hydraulic pressure of the first clutch C1 is rapidly increased to quickly switch the first clutch C1 to the engaged state, and the clutch hydraulic pressure of the second clutch C2 is gradually increased. 2 The clutch C2 is smoothly switched to the engaged state. In particular, the clutch hydraulic pressure of the second clutch C2 is increased at a hydraulic pressure increase gradient that is experimentally obtained and set in advance so that the shift of the deceleration torque can be performed quickly while suppressing the engagement shock. Further, as the clutch hydraulic pressure of the second clutch C2 is increased, the deceleration torque generated by the engine 14 is increased, so that the deceleration torque corresponding to the increased torque is generated by the second motor generator MG2. Decrease from torque.

When the travel mode determination unit 110 determines that the travel mode during the downshift operation is the EV travel mode, the hybrid control unit 106 determines that the hybrid control unit 106 includes the first clutch C1 and the second clutch C1. By switching both the clutch C2 from the disengaged state to the engaged state, the engine speed _NE is raised from the rotation stopped state, and the engine 14 generates a deceleration torque corresponding to the deceleration increase request. However, the transient process switching to the engaged state, without igniting the engine 14, since the front drive wheels 16 side so that the action of the engine brake while raising the engine rotational speed N _E by Tsuremawasu engine 14 There is a possibility that the deceleration shock becomes large (the vehicle deceleration is excessive).

Therefore, in order to suppress an increase in the engine rotational speed N _E in the transition process switching to the engaged state, prior to switching to the engaged state, the hybrid control means 106, the automatic transmission 20 to down-shift operation By outputting to the shift control means 104 a Hi gear side shift command for shifting to a shift stage on the Hi gear side from the corresponding desired shift stage, in response to a request for increasing the deceleration in the transition process to the engaged state. The engine 14 generates a deceleration torque that is smaller than the deceleration torque by a predetermined value. The shift control means 104 shifts the automatic transmission 20 to a shift stage on the Hi gear side from a desired shift stage according to the downshift operation in accordance with the Hi gear side shift command. The deceleration torque that is smaller than the predetermined value is, for example, a reduction torque that is reduced by setting one or more steps to the Hi gear side from the desired shift speed, and is determined and set in advance for the desired shift speed. This corresponds to the number of steps on the Hi gear side. Further, in the transition process for switching to the engaged state, the deceleration torque generated by the engine 14 is insufficient with respect to the deceleration torque corresponding to the deceleration increase request. The second motor generator MG2 generates the shortage of the deceleration torque generated in step.

  Then, after switching to the engaged state, the engine 14 ultimately wants to generate a deceleration torque corresponding to the deceleration increase request, so the hybrid control means 106 responds to the downshift operation of the automatic transmission 20. A downshift command for downshifting to a desired shift stage is output to the shift control means 104. The shift control means 104 downshifts the automatic transmission 20 from the shift stage on the Hi gear side to the shift stage on the Lo gear side, which is a desired shift stage according to the downshift operation, in accordance with the downshift command. In this downshift depopulation process, the engine 14 and the second motor generator MG2 shift from generating deceleration torque in response to a request for increasing deceleration to generating deceleration torque in response to a request for increasing deceleration from the engine 14. At the time of the transition of the deceleration torque, for example, as the downshift progresses, the deceleration torque generated by the engine 14 is increased. Therefore, the second motor generator MG2 generates a deceleration torque corresponding to the increased torque. Decrease from deceleration torque. That is, the deceleration torque generated by the second motor generator MG2 is reduced as a shortage of the deceleration torque.

Here, in any driving mode of each driving mode (parallel HEV driving mode, series HEV driving mode, EV driving mode), in the process of finally generating the vehicle deceleration according to the deceleration increase request in the engine 14. When the engine speed _NE is increased, the hybrid control means 106 may execute the rotation control of the engine 14 by the power running control of the first motor generator MG1. Specifically, the hybrid control means 106 switches the first clutch C1 and the second clutch C2 from the released state to the engaged state when the first clutch C1 and the second clutch C2 are still in the released state. when a transient process, the powering control of the first motor generator MG1 raise the engine rotational speed N _E to the synchronous revolution speed after switching to the engaged state. In particular, the series HEV drive mode, the engine 14 is autonomously rotated, it is possible to make the engine rotational speed N _E and the synchronous rotational speed by the rotation control of the engine 14 itself, in addition to the rotation control of the engine 14 itself to raise the engine rotational speed N _E by powering control of the first motor generator MG1 may be assisted Te, raising the engine rotational speed N _E by powering control of the first motor generator MG1 in place of the rotation control of the engine 14 itself May be. In the case where the power running control of the first motor generator MG1 is executed instead of the rotation control of the engine 14 itself, the fuel cut of the engine 14 may be executed at this time. Further, the synchronous rotational speed is, for example, an engine speed N _E at the requested shift speed or Hi gear gear position than its gear position by shifting operation, on the shift speed and the transmission output rotational speed N _OUT It is uniquely calculated from the gear ratio γ of the corresponding automatic transmission 20. In the case where the automatic transmission 20 is not a belt-type continuously variable transmission but an automatic transmission in which a gear shift is executed by clutch re-engagement, power running control of the first motor generator MG1 is performed in the shift transition process. The rotation control of the engine 14 may be executed.

  In addition, since the power running control of the first motor generator MG1 involves power consumption, the first motor generator MG1 can be controlled in a vehicle state where the power consumption is preferable, that is, in a vehicle state where it is desired to actively execute power consumption. You may perform rotation control of the engine 14 by power running control. Specifically, when the second motor generator MG2 generates deceleration torque and the charge capacity SOC of the power storage device 28 is relatively high, it becomes difficult to charge the power storage device 28 with regenerative power from the second motor generator MG2, and the engine Until the deceleration torque corresponding to the deceleration increase request is generated at 14, the regenerative braking by the second motor generator MG2 may be limited, and it may be difficult to generate the deceleration torque corresponding to the deceleration increase request. Therefore, when charge capacity SOC of power storage device 28 exceeds a predetermined capacity SOC that is obtained in advance as a value that can be charged, the second motor generator MG2 generates the deceleration torque. The power running control of the first motor generator MG1 is executed using the regenerative power from the two motor generator MG2.

  FIG. 7 illustrates the main part of the control operation of the electronic control device 100, that is, the control operation for appropriately generating the vehicle deceleration requested by the user according to the traveling state when the deceleration increase request is made by the user. This flowchart is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example. FIG. 8 is a time chart showing an example when the control operation shown in the flowchart of FIG. 7 is executed, and is a case where the vehicle is traveling in the series HEV traveling mode.

  In FIG. 7, first, in a step (hereinafter, step is omitted) S10 corresponding to the downshift operation determination means 108, for example, downshift by manual operation using the shift lever 50 or the paddle switch 54 during the deceleration traveling, that is, downshift. It is determined whether or not an operation (deceleration increasing operation) has been performed. If the determination in S10 is negative, this routine is terminated. If the determination is affirmative, in S20 corresponding to the travel mode determination means 110, for example, the travel mode at the time of downshift operation is the parallel HEV travel mode, the series HEV. It is determined which of the traveling mode and the EV traveling mode is the traveling mode. If it is determined in S20 that the mode is the parallel HEV traveling mode, in S30 corresponding to the hybrid control means 106 and the shift control means 104, for example, the automatic transmission 20 is set to Lo which is a desired shift stage corresponding to the downshift operation. A vehicle deceleration (deceleration torque) corresponding to a deceleration increase request is promptly generated in the engine 14 that has been downshifted from the current gear to the gear-side gear and is in a fuel cut state.

On the other hand, if it is determined in S20 that the mode is the series HEV travel mode, in S40 corresponding to the hybrid control means 106, for example, the second motor generator MG2 generates a deceleration torque corresponding to the deceleration increase request (see FIG. 8 t1 time). Next, in S50 corresponding to the hybrid control means 106 and the shift control means 104, for example, the automatic transmission 20 is shifted to the Lo gear side shift stage which is a desired shift stage according to the downshift operation. In this case, the power running control of the engine 14 itself rotating control or the first motor generators MG1, may pull the engine rotational speed N _E to the synchronous rotational speed. Next, in S60 and S70 corresponding to the hybrid control means 106, for example, both the first clutch C1 and the second clutch C2 are switched from the disengaged state to the engaged state, and the deceleration according to the deceleration increase request by the second motor generator MG2 is performed. A transition is made from generation of torque to generation of deceleration torque in response to a deceleration increase request by the engine 14 (from time t1 to time t2 in FIG. 8). At the time of the transition of the deceleration torque, for example, as shown in FIG. 8, the deceleration torque generated by the engine 14 increases as the engine 14 is connected to the front drive wheels 16 while the clutch hydraulic pressure of the second clutch C2 is gradually increased. Therefore, the deceleration torque corresponding to the increased torque is reduced from the deceleration torque generated by the second motor generator MG2.

On the other hand, if it is determined in S20 that the vehicle is in the EV travel mode, in S80 corresponding to the hybrid control means 106 and the shift control means 104, for example, the automatic transmission 20 is more than the desired gear position corresponding to the downshift operation. The gear is shifted to the gear position on the Hi gear side. Next, in S90 and S100 corresponding to the hybrid control means 106, for example, both the first clutch C1 and the second clutch C2 are switched from the disengaged state to the engaged state, and the engine rotational speed _NE is raised from the rotation stopped state and decreased. A deceleration torque smaller than the deceleration torque corresponding to the speed increase request by a predetermined value is generated by the engine 14. Further, in the transition process of switching to the engaged state, a shortage of the deceleration torque generated by the engine 14 is generated by the second motor generator MG2. In the above S80 to S100, the powering control of the first motor generator MG1 may be pulled up the engine rotational speed _{N E} to the synchronous rotational speed. Next, in S110 corresponding to the hybrid control means 106 and the shift control means 104, for example, the automatic transmission 20 is downshifted to a shift stage on the Lo gear side that is a desired shift stage according to the downshift operation. In this downshift depopulation process, for example, the deceleration torque generated by the engine 14 is increased as the downshift progresses, so that the deceleration torque generated by the second motor generator MG2 is increased from the deceleration torque generated by the second motor generator MG2. The corresponding deceleration torque is reduced.

  As described above, according to the present embodiment, the user decelerates during traveling in the parallel HEV traveling mode, traveling in the series HEV traveling mode, and traveling in the EV traveling mode. When an increase request is made, the engine 14 in the fuel cut state eventually generates a vehicle deceleration (deceleration torque) corresponding to the increase request for deceleration. Therefore, the parallel HEV driving mode, the series HEV Regardless of the travel mode or the EV travel mode, the deceleration torque is appropriately applied by the engine brake regardless of whether the deceleration increase request is made. Therefore, the vehicle deceleration requested by the user can be appropriately generated according to the running state when the deceleration increase request is made by the user.

Further, according to this embodiment, when a deceleration increase request is made during deceleration traveling in the parallel HEV traveling mode, the engine 14 promptly generates deceleration torque corresponding to the deceleration increase request. In the parallel HEV running mode, the deceleration torque is quickly applied appropriately by the engine brake. On the other hand, when a deceleration increase request is made during deceleration traveling in the series HEV traveling mode, first, the second motor generator MG2 generates a deceleration torque corresponding to the deceleration increase request, and then By switching both the first clutch C1 and the second clutch C2 from the released state to the engaged state, the engine 14 decelerates according to the deceleration increase request from the engine 14 from the generation of the deceleration torque according to the deceleration increase request from the second motor generator MG2. Since the shift is made to the generation of torque, even in the series HEV travel mode, the shift to the generation of the deceleration torque by the engine 14 can be made without a sense of incongruity. On the other hand, when a deceleration increase request is made during deceleration traveling in the EV traveling mode, the engine speed N is changed by switching both the first clutch C1 and the second clutch C2 from the disengaged state to the engaged state. _{Since E} is lifted from the rotation stop state and the engine 14 generates a deceleration torque corresponding to the deceleration increase request, the deceleration torque is applied by the engine brake from the initial stage when the deceleration increase request is made even in the EV travel mode. Be made.

Further, according to this embodiment, in the transitional process of switching to the engaged state of the clutches C1 and C2 executed in the EV traveling mode, the deceleration torque smaller than the deceleration torque corresponding to the deceleration increase request is applied to the engine. 14 and a shortage of deceleration torque generated by the engine 14 is generated by the second motor generator MG2, and after switching to the engaged state of the clutches C1 and C2, the engine 14 and the second motor generator MG2 Since the shift from the generation of the deceleration torque according to the deceleration increase request to the generation of the deceleration torque according to the deceleration increase request by the engine 14 is made, the engagement of the clutches C1 and C2 by raising the engine rotation speed _NE from the rotation stop state. Combined shock can be suppressed. In addition, the vehicle deceleration requested by the user can be appropriately generated, and the vehicle can be shifted to the generation of the vehicle deceleration by the engine 14 without a sense of incongruity.

Further, according to the present embodiment, in the process of finally generating the vehicle deceleration in response to the deceleration increase request in the engine 14, when the engine rotational speed _NE is increased, the power running of the first motor generator MG1 is performed. Since the rotation control of the engine 14 is executed by the control, the engine 14 can be quickly raised and reduced when the clutches C1 and C2 are in the disengaged state or in the transitional process of switching the clutches C1 and C2 to the engaged state. The engine brake according to the speed increase request can be applied quickly. Further, it is possible to suppress a shock when the clutches C1 and C2 are switched to the engaged state. In fact, even when the deceleration torque is generated only by the second motor generator MG2, a feeling that the engine brake is effective is obtained, and there is a sense of incongruity with the generation (increase) of vehicle deceleration. Not likely to occur.

  Further, according to the present embodiment, when the charging capacity SOC of the power storage device 28 exceeds a predetermined capacity, the regeneration by the second motor generator MG2 when the second motor generator MG2 generates the deceleration torque. Since the first motor generator MG1 is powered using electric power, the regenerative braking force generated by the second motor generator MG2 is reduced or suppressed by reducing the amount of regenerative power generated by the second motor generator MG2 charged in the power storage device 28. Is appropriately secured.

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

  FIG. 9 is a diagram illustrating a schematic configuration of a power transmission path in a drive device 210 that constitutes another hybrid vehicle 200 to which the present invention is applied. In FIG. 9, the drive device 210 includes an engine 14, a first motor generator MG <b> 1, and a second motor generator MG <b> 2, and includes a front drive unit 210 </ b> A that drives the front drive wheels 16. In other words, the drive device 210 is arranged such that the second motor generator MG2 drives the front drive wheels 16 with the drive device 12 of the first embodiment, and includes a rear drive unit that drives the rear wheels. The main difference is that it does not have. Therefore, in this hybrid vehicle 200, the rear wheel is not a driving wheel but a driven wheel.

  The front drive unit 210A is arranged in order from the engine 14 side in the power transmission path between the engine 14 and the engine 14 and the front drive wheels 16, and is connected in series to each other, the first motor generator MG1, In addition to including the one clutch C1, the automatic transmission 20, the second clutch C2, the first gear pair 22, and the front differential gear unit 24, the output side (front drive wheel 16 side) of the second clutch C2 Is further provided with a second motor generator MG2 coupled to the power transmission. As described above, the engine 14 has the front drive wheel through the first motor generator MG1, the first clutch C1, the automatic transmission 20, the second clutch C2, the first gear pair 22, and the front differential gear device 24 in this order. 16. The second motor generator MG2 is connected to the front driving wheel 16 through the first gear pair 22 and the front differential gear device 24 in order, and is arranged so as to be able to transmit driving force to the front driving wheel 16. ing.

  The hybrid vehicle 200 also includes the electronic control device 100 as in the vehicle 10 of the first embodiment. The hybrid vehicle 200 travels by switching between the various travel modes shown in FIG. 5, and the control operation is performed according to the flowchart of FIG. Is called. Therefore, also in the present embodiment, substantially the same function and effect as in the first embodiment can be obtained.

  FIGS. 10A and 10B are diagrams illustrating still another hybrid vehicle 250 to which the present invention is applied. FIG. 10A is a schematic configuration diagram, and FIG. 10B is a diagram illustrating various travel modes. In FIG. 10A, the hybrid vehicle 250 includes an engine 14, a first clutch C1, a first motor generator MG1, a second clutch C2, and a second motor generator MG2 connected in series on a common axis. An output gear 252 provided between the second clutch C2 and the second motor generator MG2 is meshed with the ring gear 254 of the front differential gear device 24. The hybrid vehicle 250 does not include a so-called transmission such as a stepped transmission or a continuously variable transmission. Also in this hybrid vehicle 250, as shown in FIG. 10 (b), the EV traveling mode, the series HEV traveling mode, and the parallel HEV traveling mode having three sub modes are possible as in the first embodiment. The control device 100 switches the travel modes and travels, and the control operation is performed according to the flowchart of FIG.

  In this embodiment, the second clutch C2 that disconnects the engine 14 from the driving force transmission path in the EV traveling mode and the series HEV traveling mode connects the engine 14 and the first motor generator MG1 to the front driving wheel 16. Corresponds to a connection / disconnection device that can be shut off. Therefore, switching between connection and disconnection of the connection / disconnection device is controlled by engagement and release of the second clutch C2. Therefore, also in the present embodiment, substantially the same function and effect as in the first embodiment can be obtained.

  FIG. 11 is a diagram illustrating still another hybrid vehicle 260 to which the present invention is applied. FIG. 11A is a schematic configuration diagram, and FIG. 11B is a diagram illustrating various travel modes. In FIG. 11A, the hybrid vehicle 260 is connected to the engine 14, the first motor generator MG1, the second motor generator MG2, and the output gear 264 via the planetary gear unit 262. The first clutch C1 is provided between the motor generator MG1 and the first motor generator MG1 is connected to the ring gear R of the planetary gear device 262 via the second clutch C2. The ring gear R is fixed by a brake 266 so as not to rotate. The second motor generator MG2 is connected to the sun gear S of the planetary gear device 262, the output gear 264 is connected to the carrier CA, and the output gear 264 is meshed with the ring gear 268 of the front differential gear device 24. Also in this hybrid vehicle 260, as shown in FIG. 11 (b), the EV traveling mode, the series HEV traveling mode, and the parallel HEV traveling mode are possible as in the first embodiment, and these are controlled by the electronic control unit 100. The travel mode is switched and the travel is performed according to the flowchart of FIG.

  In this embodiment, the second clutch C2 that disconnects the engine 14 from the driving force transmission path in the EV traveling mode and the series HEV traveling mode connects the engine 14 and the first motor generator MG1 to the front driving wheel 16. Corresponds to a connection / disconnection device that can be shut off. Therefore, switching between connection and disconnection of the connection / disconnection device is controlled by engagement and release of the second clutch C2. Therefore, also in the present embodiment, substantially the same function and effect as in the first embodiment can be obtained.

  In FIG. 11B, in the EV travel mode, the brake 266 is fixed and the second motor generator MG2 is controlled by powering, but the brake 266 is released and the second clutch C2 is connected. It is also possible to travel with power running control of both motor generator MG1 and second motor generator MG2. In parallel HEV traveling mode, two types of sub-modes, parallel HEV [1] and [2], are possible, and parallel HEV [1], which is an upper sub-mode, is a narrowly-defined parallel HEV traveling mode, and engine 14 and the second motor generator MG2 are used as driving force sources. Parallel HEV [2], which is the lower sub-mode, is a series parallel HEV running mode, and the first motor generator MG1 is controlled to generate power in the parallel HEV [1].

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention can be implemented combining an Example mutually and is applied also in another aspect.

  For example, in the first and second embodiments, the first motor generator MG1 is provided between the engine 14 and the first clutch C1. However, the present invention is not limited to this. For example, the engine 14 is connected to the first motor generator MG1 and the first clutch C1. You may provide between 1 clutch C1.

  In the first and second embodiments, the automatic transmission 20 is a belt-type continuously variable transmission. However, the automatic transmission 20 is not limited to this. For example, a planetary gear type stepped automatic transmission or a parallel shaft type automatic transmission ( Alternatively, other known transmissions such as a manual transmission may be used. Further, the automatic transmission 20 is not necessarily provided.

  In the first and second embodiments, the first clutch C1 and the second clutch C2 are provided as the connection / disconnection device capable of connecting / disconnecting the engine 14 to / from the wheel. However, the present invention is not limited to this. For example, it is sufficient that at least one engagement device capable of disconnecting and connecting the engine 14 with respect to the wheel is provided as the connection / disconnection device. Further, when the automatic transmission 20 is a belt type continuously variable transmission as in the first and second embodiments, the output rotation is performed by engaging the clutch C and the brake B instead of the first clutch C1. A known forward / reverse switching device capable of switching between positive and negative with respect to the input rotation may be used. In this case, the clutch C and the brake B correspond to the first clutch C1. Further, for example, when the automatic transmission 20 is a planetary gear type automatic transmission, the first clutch C1 constitutes a part of the planetary gear type automatic transmission and releases the planetary gear type automatic transmission by being released. The engaging device may be in a neutral state.

  Further, in the above-described embodiment, the manual shift mode is a gear-fixed mode in which the shift stage (gear stage) is designated according to the operation of the shift lever 50 or the paddle switch 54. The shift range may be fixed so as to set a so-called manual range that restricts the use of the high speed side (high vehicle speed side).

  In the above-described embodiment, the engine 14 is fuel cut when the engine brake is applied to generate the vehicle deceleration. For example, the engine torque is more than the torque input from the front drive wheel 16 side to the engine 14 side. Therefore, it is not always necessary to execute the fuel cut.

  In the above-described third embodiment, the hybrid vehicle 250 does not necessarily include the first clutch C1. The hybrid vehicle 250 includes a speed increasing gear (for example, a gear pair having a high speed gear ratio (high gear ratio) smaller than 1) on the engine 14 side of the output gear 252 via the speed increasing gear. The power of the engine 14 may be transmitted to the output gear 252. With such a configuration, for example, motor travel is performed during low vehicle speed travel, and engine travel (travel in parallel HEV travel mode including assist travel by the motor generator MG) is performed more appropriately during high vehicle speed travel. be able to.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10, 200, 250, 260: Hybrid vehicle (vehicle)
14: Engine 16: Front drive wheel (wheel)
18: Rear drive wheel (wheel)
28: Power storage device 100: Electronic control device (control device)
C1: First clutch (connecting / disconnecting device)
C2: Second clutch (connecting / disconnecting device)
MG1: First motor generator (first rotating machine)
MG2: second motor generator (second rotating machine)

Claims (7)

A hybrid vehicle comprising an engine, a first rotating machine coupled to the engine, a connection / disconnection device capable of disconnecting and connecting the engine and the first rotating machine to a wheel, and a second rotating machine coupled to the wheel A control device of
Reduction in the series drive mode in which the vehicle travels using only the second rotating machine as a driving force source with power by rotating the first rotating machine by the engine in a state where the pre-SL engine is shut off with respect to the wheel When a deceleration increase request for increasing the vehicle deceleration is made by the driver during traveling, the engine generates a vehicle deceleration according to the deceleration increase request ,
When the deceleration increase request is made during deceleration traveling in the series traveling mode, first, the second rotating machine generates a vehicle deceleration according to the deceleration increase request, and then the disconnection is performed. The vehicle deceleration generated by the engine is increased in accordance with the switching from the disconnected state to the connected state, and the vehicle deceleration generated by the second rotating machine is increased in accordance with the increased vehicle deceleration. By decreasing toward zero, transition from generation of vehicle deceleration in response to the increase in deceleration request by the second rotating machine to generation of vehicle deceleration in response to the increase in deceleration request from the engine is performed. A hybrid vehicle control device. During deceleration at the parallel running mode in which the vehicle travels using the engine at least the engine while connected as a drive power source to said wheels, when the deceleration increase request is made is rapidly the control apparatus for a hybrid vehicle according to claim 1, wherein the benzalkonium caused the vehicle deceleration corresponding to the reduced rate of increase required in the engine.   When the deceleration increase request is made during deceleration traveling in the EV traveling mode in which the engine is shut off from the wheels and traveling using only the second rotating machine as a driving force source, 3. The hybrid vehicle control device according to claim 1, wherein the engine generates a vehicle deceleration corresponding to the deceleration increase request.   When the deceleration increase request is made during deceleration traveling in the EV traveling mode, the engine speed is changed from the rotation stopped state by switching the connection / disconnection device from the disconnected state to the connected state. The hybrid vehicle control device according to claim 3, wherein the engine is pulled up to generate a vehicle deceleration corresponding to the deceleration increase request by the engine.   In the transient process of switching to the state where the connecting / disconnecting device is connected, the engine generates a vehicle deceleration smaller than a vehicle deceleration corresponding to the deceleration increase request by the engine, and the vehicle responds to the deceleration increase request. After the shortage of vehicle deceleration generated by the engine with respect to the deceleration is generated by the second rotating machine and the connection / disconnection device is switched to the connected state, the deceleration by the engine and the second rotating machine is performed. 5. The control apparatus for a hybrid vehicle according to claim 4, wherein a transition is made from generation of vehicle deceleration in response to an increase request to generation of vehicle deceleration in response to the increase in deceleration request by the engine.   6. The hybrid according to claim 1, wherein when the rotation speed of the engine is increased, the rotation control of the engine is executed by powering the first rotating machine. Vehicle control device. A power storage device for transferring power between each of the first rotating machine and the second rotating machine;
When the charging capacity of the power storage device exceeds a predetermined capacity that is set in advance as a value that allows charging, regeneration by the second rotating machine when vehicle deceleration is generated by the second rotating machine. The hybrid vehicle control device according to claim 6, wherein the first rotating machine is powered by using electric power.

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