JP6500652B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle capable of series HEV travel, which is driven by the driving force of a travel motor while driving an internal combustion engine to perform power generation drive of a power generation motor.

Conventionally, a control device of a hybrid vehicle provided with an automatic transmission with a manual transmission function is known (see, for example, Patent Document 1).
In this prior art, when the shift control is switched from manual shift control to automatic shift control during the engine use travel mode, transition to the motor use travel mode is waited for when the engine speed is decreased when there is an upshift request. It has been described to secure acceleration responsiveness. Also, as an automatic transmission, ones having five forward gears and one reverse gear are shown.

JP, 2009-143501, A

When performing the above-described manual shift control, multistage is required to produce a sense of shift, for example, when a multi-stage transmission capable of multistage shift than the five forward speeds as in the above-mentioned prior art is mounted It causes cost increase, size increase and weight increase.
On the other hand, when traveling using a traveling motor as a motive power source, high torque drive is possible, so the necessity for shifting is low and implementation of multi-stage shifting is difficult.

  The present invention was made in view of the above problems, and it is an object of the present invention to provide a control device of a hybrid vehicle capable of satisfying multi-stage shift request at low cost at the time of series HEV traveling using a traveling motor as a power source. I assume.

In order to achieve the above object, a hybrid vehicle to which the present invention is applied is:
In a control device of a hybrid vehicle capable of series HEV travel, which is driven by a driving force of a traveling motor while driving an internal combustion engine to generate power with a generator motor,
The output controller simulates the change in longitudinal acceleration of the vehicle according to each gear when the virtual internal combustion engine is connected to the drive wheels via a stepped transmission during series HEV running, and outputs the output of the traction motor The present invention is a control device of a hybrid vehicle characterized by forming a pseudo gear stage by controlling

In the control device for a hybrid vehicle of the present invention, the pseudo gear is formed in a series HEV running state in which the internal combustion engine is not mechanically coupled to the drive wheels. Then, in this pseudo gear, the output of the traveling motor is controlled by simulating the change in longitudinal acceleration of the vehicle according to each gear when the virtual internal combustion engine is connected to the drive wheels through the stepped transmission. Do. This makes it possible for the driver to experience a gear that is different from the existing gear.
Therefore, it is possible to perform gear change effects in more stages than the actual number of gear stages, and it is possible to satisfy the multistage request at low cost.

FIG. 1 is an entire system diagram showing a drive system and a control system of a hybrid vehicle to which a control device of a hybrid vehicle of a first embodiment is applied. FIG. 1 is a control system configuration diagram showing a configuration of a transmission control system of a multi-stage gear transmission mounted on a hybrid vehicle to which the control device of a hybrid vehicle of Embodiment 1 is applied. FIG. 5 is a schematic diagram of a shift map showing a concept of switching a shift pattern in a multi-stage gear transmission mounted on a hybrid vehicle to which the control device of a hybrid vehicle of Embodiment 1 is applied. 7 is an engagement table showing gear stages according to switching positions of three engaging clutches in a multi-stage gear transmission mounted on a hybrid vehicle to which the control device for a hybrid vehicle of Embodiment 1 is applied. FIG. 7 is a transmission ratio characteristic diagram showing a relationship between a vehicle speed and an engine rotational speed characteristic according to the transmission gear ratio of each gear in shiftable transmission gears at the time of manual mode transmission control in the control device of the hybrid vehicle of the first embodiment. FIG. 5 is a drive power transmission path explanatory view showing a power transmission path of each manual gear in the multi-stage gear transmission applied to the control device of the hybrid vehicle of the first embodiment. FIG. 6 is a flow chart showing a flow of processing of manual mode shift control in the control device of the hybrid vehicle of Embodiment 1. FIG. FIG. 6 is a time chart showing an example of operation in manual mode shift control in the control device of a hybrid vehicle of Embodiment 1. FIG. FIG. 7 is a schematic view showing a drive system of a hybrid vehicle to which the control device of a hybrid vehicle of Embodiment 2 is applied. FIG. 13 is a flow chart showing a flow of processing of manual mode shift control of the control device of a hybrid vehicle of Embodiment 2. FIG. FIG. 13 is a time chart showing an example of operation in manual mode shift control in the control device of a hybrid vehicle of Embodiment 2. FIG. FIG. 16 is a time chart showing an example of operation in manual mode shift control in the control device of a hybrid vehicle of Embodiment 3. FIG.

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

Embodiment 1
First, the configuration of the control device of the hybrid vehicle of the first embodiment will be described.
The control device for a hybrid vehicle according to the first embodiment is a hybrid vehicle including a drive system component including one engine, two motor generators, and a multistage gear transmission having three engaging clutches (hybrid vehicle Example)). Hereinafter, the configuration of the control device of the hybrid vehicle in the first embodiment will be described as “overall system configuration”, “control system configuration for hybrid vehicle”, “gear shift control system configuration”, “gear stage and shift schedule map configuration”, “manual The mode shift control processing configuration will be described separately.

[Whole system configuration]
FIG. 1 shows a drive system and control system of a hybrid vehicle to which the start control device of the first embodiment is applied. Hereinafter, the entire system configuration will be described based on FIG.

  The drive system of the hybrid vehicle includes an internal combustion engine ICE, a first motor generator (first motor) MG1, a second motor generator (second motor) MG2, and first to third engagement clutches C1, C2 and C3. And a multistage gear transmission 1. "ICE" is an abbreviation of "Internal-Combustion Engine".

  The internal combustion engine ICE is, for example, a gasoline engine, a diesel engine, or the like disposed in the front room of the vehicle with the crankshaft direction as the vehicle width direction. The internal combustion engine ICE is connected to a transmission case 10 of the multistage gear transmission 1, and an internal combustion engine output shaft is connected to a first shaft 11 of the multistage gear transmission 1. Internal combustion engine ICE basically starts up using second motor generator MG2 as a starter motor (this is referred to as MG2 start up). However, the starter motor 2 is provided in preparation for the case where the MG 2 start using the high-power battery 3 can not be secured as in the extremely low temperature.

Each of the first motor generator MG1 and the second motor generator MG2 is a three-phase alternating current permanent magnet synchronous motor using the high voltage battery 3 as a common power source.
The stator of the first motor generator MG1 is fixed to the case of the first motor generator MG1, and the case is fixed to the transmission case 10 of the multistage gear transmission 1. Then, a first motor shaft integral with the rotor of the first motor generator MG1 is connected to the second shaft 12 of the multi-stage gear transmission 1.

  The stator of the second motor generator MG 2 is fixed to the case of the second motor generator MG 2, and the case is fixed to the transmission case 10 of the multistage gear transmission 1. The second motor shaft integral with the rotor of the second motor generator MG2 is connected to the sixth shaft 16 of the multistage gear transmission 1.

  The stator coil of the first motor generator MG1 is connected via a first AC harness 5 to a first inverter 4 that converts direct current to three-phase alternating current during power running and converts three-phase alternating current to direct current at regeneration. A second inverter 6 is connected to a stator coil of the second motor generator MG2 to convert direct current into three-phase alternating current during power running and convert three-phase alternating current into direct current during regeneration via the second AC harness 7. The high-power battery 3 and the first inverter 4 and the second inverter 6 are connected by a DC harness 8 via a junction box 9.

The multistage gear transmission 1 is a normally meshed transmission having a plurality of gear pairs having different transmission ratios, and is disposed in parallel to each other in the transmission case 10, and has first to sixth gear shafts 11 to 11 provided with gears. 16 and first to third engagement clutches C1, C2, C3 for selecting a gear pair.
As the gear shaft, a first shaft 11, a second shaft 12, a third shaft 13, a fourth shaft 14, a fifth shaft 15, and a sixth shaft 16 are provided. As the engagement clutch, a first engagement clutch C1, a second engagement clutch C2, and a third engagement clutch C3 are provided. The transmission case 10 is additionally provided with an electric oil pump 20 for supplying lubricating oil to bearing portions in the case and meshing portions of gears.

The first shaft 11 is a shaft to which the internal combustion engine ICE is connected, and the first gear 101, the second gear 102, and the third gear 103 are disposed on the first shaft 11 in order from the right side of FIG. .
The first gear 101 is provided integrally (including integrally fixed) with the first shaft 11. The second gear 102 and the third gear 103 are free-wheeling gears in which bosses projecting in the axial direction are inserted on the outer periphery of the first shaft 11, and with respect to the first shaft 11 via the second engagement clutch C2. It is provided to be drivable.

The second shaft 12 is a cylindrical shaft coaxially arranged with the first motor generator MG1 connected thereto and in alignment with the outer position of the first shaft 11, and from the right side of FIG. 1 to the second shaft 12. The fourth gear 104 and the fifth gear 105 are disposed in order.
The fourth gear 104 and the fifth gear 105 are provided integrally (including integrally fixed) with the second shaft 12.

The third shaft 13 is a shaft disposed on the output side of the multi-stage gear transmission 1, and the third gear 13 includes the sixth gear 106, the seventh gear 107, and the eighth gear 108 sequentially from the right in FIG. 1. , The ninth gear 109 and the tenth gear 110 are arranged.
The sixth gear 106, the seventh gear 107, and the eighth gear 108 are provided integrally (including integrally fixed) with the third shaft 13.
The ninth gear 109 and the tenth gear 110 are free-wheeling gears in which bosses projecting in the axial direction are inserted on the outer periphery of the third shaft 13 and with respect to the third shaft 13 via the third engagement clutch C3. It is provided to be drivable.

  The sixth gear 106 meshes with the second gear 102 of the first shaft 11, the seventh gear 107 meshes with the sixteenth gear 116 of the differential gear 17, and the eighth gear 108 meshes with the third gear 103 of the first shaft 11. Engage. The ninth gear 109 meshes with the fourth gear 104 of the second shaft 12, and the tenth gear 110 meshes with the fifth gear 105 of the second shaft 12.

  The fourth shaft 14 is a shaft whose both ends are supported by the transmission case 10, and on the fourth shaft 14, the eleventh gear 111, the twelfth gear 112, and the thirteenth gear 113 are disposed in this order from the right in FIG. It is done. The eleventh gear 111 is provided integrally (including integrally fixed) with the fourth shaft 14. The twelfth gear wheel 112 and the thirteenth gear wheel 113 are free-wheeling gears in which axially projecting bosses are inserted on the outer periphery of the fourth shaft 14 and with respect to the fourth shaft 14 via the first engagement clutch C1. It is provided to be drivable. The eleventh gear 111 meshes with the first gear 101 of the first shaft 11, the twelfth gear 112 meshes with the second gear 102 of the first shaft 11, and the thirteenth gear 113 is the fourth gear 104 of the second shaft 12. Mesh with

The fifth shaft 15 is a shaft whose both ends are supported by the transmission case 10, and a fourteenth gear 114 meshing with the eleventh gear 111 of the fourth shaft 14 is integrally provided (including integral fixing).
The sixth shaft 16 is a shaft to which the second motor generator MG2 is connected, and a fifteenth gear 115 meshing with the fourteenth gear 114 of the fifth shaft 15 is integrally provided (including integrally fixed).

The second motor generator MG2 and the internal combustion engine ICE are mechanically connected by a gear train configured by the fifteenth gear 115, the fourteenth gear 114, the eleventh gear 111, and the first gear 101, which mesh with each other.
This gear train serves as a reduction gear train that reduces the MG2 rotational speed at the time of MG2 start of the internal combustion engine ICE by the second motor generator MG2, and generates electric power by the second motor generator MG2 by driving the internal combustion engine ICE Called). At the time of this MG2 power generation, it becomes an accelerating gear train that accelerates the engine speed.

The first engagement clutch C1 is interposed between the twelfth gear 112 and the thirteenth gear 113 of the fourth shaft 14, and is engaged by the meshing stroke in the rotation synchronization state by not having the synchronization mechanism. It is a dog clutch.
When the first engagement clutch C1 is in the left engagement position (Left), the fourth shaft 14 and the thirteenth gear 113 are drivingly connected. When the first engagement clutch C1 is in the neutral position (N), the fourth shaft 14 and the twelfth gear 112 are released, and the fourth shaft 14 and the thirteenth gear 113 are released. When the first engagement clutch C1 is in the right engagement position (Right), the fourth shaft 14 and the twelfth gear 112 are drivingly connected.

The second engagement clutch C2 is interposed between the second gear 102 and the third gear 103 of the first shaft 11, and is engaged by the meshing stroke in the rotation synchronization state by not having the synchronization mechanism. It is a dog clutch.
When the second engagement clutch C2 is in the left engagement position (Left), the first shaft 11 and the third gear 103 are drivingly connected. When the second engagement clutch C2 is in the neutral position (N), the first shaft 11 and the second gear 102 are released, and the first shaft 11 and the third gear 103 are released. When the second engagement clutch C2 is in the right engagement position (Right), the first shaft 11 and the second gear 102 are drivingly connected.

The third engagement clutch C3 is interposed between the ninth gear 109 and the tenth gear 110 of the third shaft 13, and is engaged by the meshing stroke in the rotation synchronization state by not having the synchronization mechanism. It is a dog clutch.
When the third engagement clutch C3 is in the left engagement position (Left), the third shaft 13 and the tenth gear 110 are drivingly connected. When the third engagement clutch C3 is in the neutral position (N), the third shaft 13 and the ninth gear 109 are released, and the third shaft 13 and the tenth gear 110 are released. When the third engagement clutch C3 is in the right engagement position (Right), the third shaft 13 and the ninth gear 109 are drivingly connected.

  The sixteenth gear 116 meshing with the seventh gear 107 provided integrally (including integrally fixed) to the third shaft 13 of the multi-stage gear transmission 1 is connected to the left and right via the differential gear 17 and the left and right drive shafts 18. Is connected to the drive wheel 19 of FIG.

[Control system configuration of hybrid vehicle]
As shown in FIG. 1, the control system of the hybrid vehicle includes a hybrid control module 21, a motor control unit 22, a transmission control unit 23, and an engine control unit 24.

  The hybrid control module 21 (abbreviation: "HCM") is an integrated control unit that has a function of appropriately managing the energy consumption of the entire vehicle. The hybrid control module 21 is connected to another control unit (a motor control unit 22, a transmission control unit 23, an engine control unit 24 or the like) and a CAN communication line 25 so as to allow bidirectional information exchange. The “CAN” of the CAN communication line 25 is an abbreviation of “Controller Area Network”.

  The motor control unit 22 (abbreviation: "MCU") performs powering control, regeneration control, and the like of the first motor generator MG1 and the second motor generator MG2 according to control commands to the first inverter 4 and the second inverter 6. As control modes for the first motor generator MG1 and the second motor generator MG2, there are "torque control" and "rotational speed FB control". "Torque control" performs control to make the actual motor torque follow the target motor torque when the target motor torque to be shared with the target driving force is determined. The "rotational speed FB control" determines the target motor rotational speed to synchronize the input / output rotational speed of the clutch when engaging or engaging any of the engagement clutches C1, C2 and C3 at the time of a gear change request. It is control which outputs FB torque so that it may be converged to a target motor rotation speed.

  The transmission control unit 23 (abbreviation: "TMCU") outputs a current command to each of the electric actuators 31, 32, 33 (see FIG. 2) based on predetermined input information, thereby changing the speed of the multistage gear transmission 1 Perform shift control to switch patterns. In this transmission control, the engagement clutches C1, C2, and C3 are selectively engaged and disengaged, and a gear pair involved in power transmission is selected from a plurality of gear pairs. Here, at the time of a shift request to engage any of the engaged clutches C1, C2 and C3 in the released state, the first motor generator MG1 or the second motor generator is required to suppress and engage the differential rotation speed of the clutch input / output. The rotation speed FB control (rotational synchronization control) of MG2 is used in combination.

  The engine control unit 24 (abbreviation: "ECU") outputs a control command to the motor control unit 22, ignition plug, fuel injection actuator, etc. based on predetermined input information to start control of the internal combustion engine ICE and stop of the internal combustion engine ICE. Control and fuel cut control etc.

[Shift control system configuration]
The multistage gear transmission 1 is characterized in that efficiency is improved by reducing drag by adopting first to third engagement clutches C1, C2 and C3 (dog clutches) by mesh engagement as a transmission element. Do. Then, at the time of a gear change request for engaging and engaging any of the engagement clutches C1, C2 and C3, the clutch input / output differential rotational speed is within the synchronous determination rotational speed range by the rotational synchronous operation by either of the motor generators MG1 and MG2. The gear shift is realized by engaging the stroke as. The rotation is synchronized by the first motor generator MG1 when the engagement clutch C3 is engaged, and is synchronized by the second motor generator MG2 when the first and second engagement clutches C1, C2 are engaged.

  Also, when there is a shift request to release any of the engaged clutches C1, C2 and C3 engaged, the clutch transmission torque of the release clutch is reduced, and when it becomes less than the release torque determination value, the release stroke is started. The shift is realized with The configuration of the transmission control system of the multistage gear transmission 1 will be described below with reference to FIG.

  As shown in FIG. 2, the multi-stage gear transmission 1 includes, as a transmission control system, the first engagement clutch C1, the second engagement clutch C2 and the third engagement clutch C3, as described above. Further, the multistage gear transmission 1 has, as actuators of its transmission control system, a first electric actuator 31 for C1, C2 shift operation, a second electric actuator 32 for C1, C2 select operation, and a C3 shift operation. A third electric actuator 33 is provided.

  The multi-stage gear transmission 1 has a C1 / C2 select operation mechanism 40, a C1 shift operation mechanism 41, a C2 shift operation mechanism 42, and a C3 shift as a shift mechanism for converting the actuator operation into a clutch engagement / release operation. An operating mechanism 43 is provided. The transmission control unit 23 controls the operation of the first electric actuator 31, the second electric actuator 32, and the third electric actuator 33.

  The first engagement clutch C1, the second engagement clutch C2 and the third engagement clutch C3 have a neutral position (N: release position), a left engagement position (left: left clutch engagement engagement position), and a right engagement position ( Right: This is a dog clutch that switches between the right clutch engagement engagement position). The engagement clutches C1, C2 and C3 all have the same configuration, and include coupling sleeves 51, 52 and 53, left dog clutch rings 54, 55 and 56, and right dog clutch rings 57, 58 and 59.

  Coupling sleeves 51, 52, 53 are provided so as to be axially strokeable by spline connection via a hub (not shown) fixed to fourth shaft 14, first shaft 11, and third shaft 13 (see FIG. 1). It is done. These coupling sleeves 51, 52, 53 have dog teeth 51a, 51b, 52a, 52b, 53a, 53b with flat top surfaces on both sides. Furthermore, the coupling sleeves 51, 52, 53 have fork grooves 51c, 52c, 53c in the circumferential direction center part.

The left dog clutch rings 54, 55 and 56 are fixed to the bosses of the gears 113, 103 and 110 (see FIG. 1) which are left idle gears of the engagement clutches C1, C2 and C3 and face the dog teeth 51a, 52a and 53a. Have dog teeth 54a, 55a, 56a with flat top surfaces.
The right dog clutch rings 57, 58, 59 are fixed to the bosses of the gears 112, 102, 109 (see FIG. 1) which are the right freewheels of the engagement clutches C1, C2, C3 and face the dog teeth 51b, 52b, 53b. Have dog teeth 57b, 58b, 59b with flat top surfaces.

  The C1 / C2 select operation mechanism 40 has a first position for selecting connection between the first electric actuator 31 and the C1 shift operation mechanism 41, and a second position for selecting connection between the first electric actuator 31 and the C2 shift operation mechanism 42. , Is a mechanism to select.

The C1 / C2 select operation mechanism 40 couples the shift rod 62 and the shift rod 64 of the first engagement clutch C1 when selecting the first position, and locks the shift rod 65 of the second engagement clutch C2 in the neutral position Do.
The C1 / C2 select operation mechanism 40 couples the shift rod 62 and the shift rod 65 of the second engagement clutch C2 at the time of selection of the second position, and locks the shift rod 64 of the first engagement clutch C1 in the neutral position. Do.

  That is, when the C1 / C2 select operation mechanism 40 selects one of the first position and the second position to shift one engagement clutch, the other engagement clutch is locked at the neutral position.

  The C1 shift movement mechanism 41, the C2 shift movement mechanism 42, and the C3 shift movement mechanism 43 convert the rotational movement of the first and third electric actuators 31, 33 into the axial stroke movement of the coupling sleeves 51, 52, 53. Mechanism. Each of the shift operation mechanisms 41, 42 and 43 has the same configuration, and includes rotation links 61 and 63, shift rods 62, 64, 65 and 66, and shift forks 67, 68 and 69. One end of the pivoting links 61 and 63 is provided on the actuator shaft of the first and third electric actuators 31 and 33, and the other end is coupled to the shift rods 64 (or shift rods 65) and 66 so as to be relatively displaceable. The shift rods 64, 65, 66 are provided with springs 64a, 65a, 66a at rod dividing positions, and can be expanded or contracted according to the magnitude and direction of the rod transmission force. One end of the shift forks 67, 68, 69 is fixed to the shift rods 64, 65, 66, and the other end is disposed in the fork grooves 51c, 52c, 53c of the coupling sleeves 51, 52, 53.

The transmission control unit 23 includes a vehicle speed sensor 71, an accelerator opening sensor 72, a transmission output shaft rotational speed sensor 73, an engine rotational speed sensor 74, an MG1 rotational speed sensor 75, an MG2 rotational speed sensor 76, an inhibitor switch 77, and a battery SOC. A sensor signal or switch signal from the sensor 78 or the like is input. The transmission output shaft rotational speed sensor 73 is provided at an end of the third shaft 13 (see FIG. 1) to detect the rotational speed of the third shaft 13.
Furthermore, a switch signal from the manual mode switch 79 is input to the transmission control unit 23. The manual mode switch 79 is a switch operated when the driver wishes to perform a shift by manual mode shift control described later.

  The transmission control unit 23 controls the engagement and disengagement of the engagement clutches C1, C2, C3 determined by the positions of the coupling sleeves 51, 52, 53 (for example, position servo by PID control) System). The position servo control unit receives sensor signals from the first sleeve position sensor 81, the second sleeve position sensor 82, and the third sleeve position sensor 83. Then, the position servo control unit applies an electric current to the respective electric actuators 31, 32, 33 such that the positions of the coupling sleeves 51, 52, 53 become the fastening position or the release position by the meshing stroke.

Each engaging clutch C1, C2, C3 should be in the engaged state in which the dog teeth welded to the coupling sleeves 51, 52, 53 and the dog teeth welded to the idle gear are in meshing engagement positions Then, the idle gear is drivingly connected to the fourth shaft 14, the first shaft 11, and the third shaft 13.
On the other hand, when the coupling sleeves 51, 52, 53 are displaced in the axial direction, the dog teeth welded to the coupling sleeves 51, 52, 53 and the dog teeth welded to the idle gear are in the unengaged position The idle gear is separated from the fourth shaft 14, the first shaft 11, and the third shaft 13.

[Speed and shift schedule map configuration]
The multi-stage gear transmission 1 reduces power transmission loss by not having a rotational difference absorbing element such as a fluid coupling, and reduces the ICE gear by motor-assisting the internal combustion engine ICE, thereby making it compact (EV gear: It is characterized in that it is designed for 1-2 speed, ICE speed: 1-4 speed. Hereinafter, based on FIG.3 and FIG.4, the gear stage structure of the multistage gear transmission 1 is demonstrated.

The transmission control unit 23 executes “automatic transmission control” and “manual mode transmission control” when shifting the multi-stage gear transmission 1.
In "automatic shift control", as shown in FIG. 3, control is performed to the shift speed according to the vehicle speed VSP and the driving force (driver request torque F).

  In the automatic gear shift control, as shown in FIG. 3, the multistage gear transmission 1 has no start element (slip element) in the start region where the vehicle speed VSP is less than or equal to the predetermined vehicle speed VSP0 as shown in FIG. The motor starts with only the motor drive force. Then, in the travel range, when the demand for the driving force is large, the concept of the shift gear is taken to correspond to the “parallel HEV mode” in which the engine driving force is assisted by the motor driving force. That is, as the vehicle speed VSP increases, the ICE gear shifts from (ICE1st →) ICE2nd → ICE3rd → ICE4th, and the EV gear shifts from EV1st to EV2nd.

  In FIG. 3, the dotted lines indicate an EV⇔HEV switching line that switches between the “EV mode” and the “parallel HEV mode”. An area above the EV⇔HEV switching line is an area of the “parallel HEV mode”, and an area below the EV⇔HEV switching line is an area of the “EV mode”.

  On the other hand, "manual mode shift control" is shift control that produces a shift by a so-called manual transmission. The manual mode transmission control may be performed completely automatically or may be performed according to the operation of a shift operation unit such as a paddle shift (not shown) by a driver. In the first embodiment, eight shift stages (see FIG. 5) from the manual first speed M1 to the manual eighth speed M8 are set as selectable shift speeds by the "manual mode shift control". Among these manual 1-speed M1 to manual 8-speed M8, there are gear stages in which internal combustion engine ICE and drive wheel 19 are directly connected, and virtual pseudo gear stages in which internal combustion engine ICE and drive wheel 19 are separated. However, the details will be described later.

Hereinafter, the shift speeds realized by the multistage gear transmission 1 will be described.
All the gear stages theoretically achievable by the multi-stage gear transmission 1 having the first to third engagement clutches C1, C2, C3 are as shown in FIG. Note that "Lock" in FIG. 4 represents an interlock gear not established as a gear, "EV-" represents a state where the first motor generator MG1 is not drivingly connected to the drive wheel 19, and "ICE- “Represents that the internal combustion engine ICE is not drivingly connected to the drive wheel 19. Hereinafter, each gear will be described.

When the second engagement clutch C2 is "N" and the third engagement clutch C3 is "N", the position of the first engagement clutch C1 makes the next gear stage. "EV- ICEgen" if the first engagement clutch C1 is "Left", "Neutral" if the first engagement clutch C1 is "N", and "Neutral" if the first engagement clutch C1 is "Right" It is EV-ICE3rd.
Here, the shift speed of "EV-ICEgen" is selected at the time of stopping, at the time of MG1 idle power generation generated by the first motor generator MG1 by the internal combustion engine ICE, or at double idle power generation of MG1 power generation plus MG2 power generation It is a gear. The "Neutral" gear position is a gear position selected at the time of MG2 idle power generation generated by the second motor generator MG2 by the internal combustion engine ICE while the vehicle is stopped.

When the second engagement clutch C2 is "N" and the third engagement clutch C3 is "Left", the position of the first engagement clutch C1 makes the next gear stage. "EV1st ICE 1st" if the first engagement clutch C1 is "Left", "EV1st ICE-" if the first engagement clutch C1 is "N", and if the first engagement clutch C1 is "Right" It is "EV1st ICE3rd".
Here, the gear position of "EV1st ICE-" is the "EV mode" in which the internal combustion engine ICE is stopped and traveled by the first motor generator MG1 or while the second motor generator MG2 generates electric power by the internal combustion engine ICE. This is a gear position selected in the "series HEV mode" in which the first motor generator MG1 performs the 1st-speed EV travel.

  If the position of the first engagement clutch C1 is "N" when the second engagement clutch C2 is "Left" and the third engagement clutch C3 is "Left", it is "EV1st ICE 2nd". When the second engagement clutch C2 is "Left" and the third engagement clutch C3 is "N", the position of the first engagement clutch C1 makes the next gear stage. If the first engagement clutch C1 is "Left", then "EV1.5 ICE 2nd", and if the first engagement clutch C1 is "N", then "EV-ICE 2nd". If the position of the first engagement clutch C1 is "N" when the second engagement clutch C2 is "Left" and the third engagement clutch C3 is "Right", then it is "EV2nd ICE 2nd".

When the second engagement clutch C2 is "N" and the third engagement clutch C3 is "Right", the position of the first engagement clutch C1 makes the next gear stage. "EV2nd ICE 3rd '" if the first engagement clutch C1 is "Left", "EV2nd ICE-" if the first engagement clutch C1 is "N", and "Right" if the first engagement clutch C1 is "Right" For example, it is "EV2nd ICE 3rd".
Here, the gear position of "EV2nd ICE-" is the "EV mode" in which the internal combustion engine ICE is stopped and traveled by the first motor generator MG1 or while the second motor generator MG2 generates power by the internal combustion engine ICE This is a transmission gear position selected in the "series HEV mode" in which the 2nd-speed EV travel is performed by the first motor generator MG1.

  If the position of the first engagement clutch C1 is "N" when the second engagement clutch C2 is "Right" and the third engagement clutch C3 is "Right", then it is "EV2nd ICE 4th". When the second engagement clutch C2 is "Right" and the third engagement clutch C3 is "N", the position of the first engagement clutch C1 makes the next gear stage. If the first engagement clutch C1 is "Left", it is "EV 2.5 ICE 4th", and if the first engagement clutch C1 is "N", it is "EV-ICE 4th". If the position of the first engagement clutch C1 is "N" when the second engagement clutch C2 is "Right" and the third engagement clutch C3 is "Left", then it is "EV1st ICE 4th".

Next, a method of dividing "the normal use gear position" from all the gear positions by the engagement combination of the first to third engagement clutches C1, C2, C3 will be described.
First, the multi-stage gear transmission 1 is used for all the shift speeds excluding "interlock shift speed (cross hatching in FIG. 4)" and "shift speed which can not be selected by the shift mechanism (upper hatching in FIG. 4)" Make it possible to realize multiple shift speeds. Here, the gear stages that can not be selected by the shift mechanism include the first engagement clutch “EV1.5 ICE2nd” in which the first engagement clutch C1 is “Left” and the second engagement clutch C2 is “Left”. "EV 2.5 ICE 4th" in which the engaged clutch C1 is "Left" and the second engagement clutch C2 is "Right". The reason why the selection can not be made by the shift mechanism is that one first electric actuator 31 is a shift actuator that doubles as the two engagement clutches C1 and C2, and one engagement clutch by the C1 / C2 select operation mechanism 40. Is due to being neutral locked.

  Then, among a plurality of shift speeds that can be realized by the multi-stage gear transmission 1, "a shift stage not normally used (downward hatching in FIG. 3)" and "a shift stage used with low SOC etc. (broken line frame in FIG. 3)" The gear position excluding the above is the “normal use gear position (thick line frame in FIG. 3)”. Here, "gear position not normally used" means "EV2nd ICE 3rd '" and "EV1st ICE 4th", and "gear position used with low SOC etc." means "EV-ICEgen" and "EV1st ICE 1st" . The "EV1st ICE1st" is also used in a manual shift mode described later.

  Therefore, the "normal use gear position" is the EV gear position (EV1st ICE-, EV2nd ICE-), the ICE gear position (EV-ICE 2nd, EV-ICE 3rd, EV-ICE 4th), and the combination gear position (EV1st ICE 2nd, It is configured by adding "Neutral" to EV1st ICE3rd, EV2nd ICE2nd, EV2nd ICE3rd, EV2nd ICE 4th).

[Manual mode shift control processing configuration]
The manual mode shift control is control to shift in multiple steps so that the manual shift by the engine car can be felt. And, in this manual mode shift control, there are more than four stages which is the number of actual gear stages in which the internal combustion engine ICE and the drive wheels 19 of the multistage gear transmission 1 are connected using a pseudo gear stage described later. Change gears in stages.

FIG. 5 shows the relationship between the vehicle speed and the engine speed characteristic according to the gear ratio of each gear in the shiftable gear in the manual mode shift control. In the first embodiment, the manual first speed M1 to manual is used. An 8-speed manual shift with an 8-speed M8 is set.
In FIG. 5, a manual 2-speed M2, a manual 5-speed M5, a manual 7-speed M7, and a manual 8-speed M8 indicated by solid lines are gear stages in which the internal combustion engine ICE and the drive wheel 19 are mechanically connected. In this case, the multistage gear transmission 1 is controlled to one of “EV1st ICE1st” and ICE gear (EV-ICE2nd, EV-ICE3rd, EV-ICE4th).

  On the other hand, a manual first speed M1, a manual third speed M3, a manual fourth speed M4 and a manual sixth speed M6 shown by dotted lines in FIG. 5 separates the internal combustion engine ICE from the drive wheels 19 and travels by the driving force of the first motor generator MG1. It is a gear. In this case, the multistage gear transmission 1 forms four pseudo gear stages while controlling to the EV gear stages (EV1st ICE-, EV2nd ICE-). That is, in the manual 1-speed M1, the manual 3-speed M3, the manual 4-speed M4, and the manual 6-speed M6, actually, the gear ratio of any one of the EV1st ICE- and the EV2nd ICE- can be changed to 4 speeds Control as if you had a ratio.

  In these pseudo gear stages, the output torque of the first motor generator MG1 is the longitudinal acceleration G of the vehicle when it is assumed that the internal combustion engine ICE not connected to the drive wheel 19 is connected to the drive wheel 19 ) Control to imitate change.

  That is, in an engine car equipped with a manual transmission, at the time of a gear shift, the clutch interposed between the internal combustion engine as a motive power source and the drive wheels is released to disconnect the two before performing power transmission. Switch gear trains. Therefore, at the time of the upshift, a change in longitudinal acceleration G occurs such that the longitudinal acceleration G increases after the longitudinal acceleration G decreases once due to the interruption of the power transmission accompanying the release of the clutch. In each gear, different longitudinal accelerations G are generated in accordance with the respective gear ratios.

  In the first embodiment, the drive torque of the first motor generator MG1 is controlled so that the longitudinal acceleration G change corresponding to the shift timing and the assumed gear ratio occurs in each pseudo gear. As a result, the pseudo gear stage is formed by causing the driver to feel the switching of the assumed shift and the change in the longitudinal acceleration G according to the gear ratio.

The eight-step shift of manual 1-speed M1 to manual 8-speed M8 will be described in detail below.
First, the gear ratios of the manual 2-speed M2, the manual 5-speed M5, the manual 7-speed M7, and the manual 8-speed M8 indicated by solid lines in FIG. 5 will be described.

  In the "EV1st ICE1st" selected in the case of the manual 2-speed M2, the first engagement clutch C1 and the third engagement clutch C3 are controlled to Left based on the fastening table of FIG. 4, and the second engagement clutch C2 is selected. Control to N. In this case, the power of the internal combustion engine ICE is transmitted via the first gear 101 and the eleventh gear 111, and transmitted via the thirteenth gear 113 and the fourth gear 104, as indicated by the decorative line M2 in FIG. It is transmitted to the drive wheel 19 side via the transmission via the fifth gear 105 and the tenth gear 110. The gear ratio in this case is mainly determined by the gear ratio of the thirteenth gear 113 and the fourth gear 104.

  Further, in the “EV-ICE 2nd” selected in the case of the manual 5-speed M5, the first engagement clutch C1 and the third engagement clutch C3 are controlled to N based on the fastening table of FIG. The coupled clutch C2 is controlled to Left. Thereby, the motive power of the internal combustion engine ICE is transmitted from the third shaft 13 to the drive wheel 19 side via the third gear 103 and the eighth gear 108, as shown by the decorative line M5 in FIG. The gear ratio in this case is mainly determined by the gear ratio of the third gear 103 and the eighth gear 108.

  In the "EV-ICE 3rd" selected in the case of the manual seven-speed M7, the first engagement clutch C1 is controlled to Right based on the fastening table of FIG. 4, and the second engagement clutch C2 and the third engagement clutch Control C3 to N. Thereby, the power of the internal combustion engine ICE is transmitted via the first gear 101 and the eleventh gear 111, and transmitted via the twelfth gear 112 and the second gear 102, as indicated by the decorative line M7 in FIG. Through the transmission via the second gear 102 and the sixth gear 106, the third shaft 13 transmits the power to the drive wheel 19 side. The transmission gear ratio in this case is mainly determined by the gear ratio of the twelfth gear 112 and the sixth gear 106.

  In the "EV-ICE 4th" selected in the case of the manual 8-speed M8, the first engagement clutch C1 and the third engagement clutch C3 are controlled to N based on the fastening table of FIG. 4 and the second engagement clutch Control C2 to Right. Thereby, the power of the internal combustion engine ICE is transmitted from the third shaft 13 to the drive wheel 19 through transmission via the second gear 102 and the sixth gear 106, as shown by the decoration line M8 in FIG. Ru. The transmission gear ratio in this case is mainly determined by the gear ratio of the second gear 102 and the sixth gear 106.

  Next, manual 1st gear M1, manual 3rd gear M3, manual 4th gear M4 and manual 6th gear M6 will be described in which internal combustion engine ICE and driving wheel 19 are separated and traveled by the driving force of first motor generator MG1.

As shown in FIG. 5, “EV1st ICE-” is selected in the manual first speed M1, manual three-speed M3 and manual four speed M4, and “EV2nd ICE-” is selected in the manual six speed M6.
In "EV1st ICE-", the first engagement clutch C1 and the second engagement clutch C2 are controlled to N and the third engagement clutch C3 is controlled to Left based on the fastening table of FIG. Thus, the power of first motor generator MG1 is the power of decoration lines M1, M3. As indicated by M 4, the transmission is transmitted from the third shaft 13 to the drive wheel 19 through transmission via the fifth gear 105 and the tenth gear 110.

  The transmission gear ratio in this case is mainly determined by the gear ratio of the fifth gear 105 and the tenth gear 110. The gear ratio at this “EV1st ICE-” is the gear ratio of the thirteenth gear 113 to the fourth gear 104 at “EV1st ICE1st”, and the gear ratio of the third gear 103 to the eighth gear 108 at “EV-ICE2nd”. The value is smaller than the gear ratio.

In addition, the manual 1-speed M1, the manual 3-speed M3, and the manual 4-speed M4 mechanically make the thirteenth gear 113 and the fourth gear, respectively, where the multistage gear transmission 1 is actually "EV1st ICE-". Although it is a transmission gear ratio defined by the gear ratio with 104, it forms a pseudo gear stage different from it.
That is, as shown in FIG. 5, in the manual first gear M1, a pseudo gear having a gear ratio higher than the gear ratio of the manual second gear M2 in which the internal combustion engine ICE and the drive wheels 19 are mechanically connected is formed. . On the other hand, in the manual 3-speed M3 and the manual 4-speed M4, the gear ratio of the manual 2-speed M2 and the shift of the manual 5-speed M5 in which the internal combustion engine ICE mechanically connected and the drive wheels 19 are mechanically connected A pseudo gear stage of the gear ratio which is disposed at substantially equal intervals between the ratio and the gear ratio is formed.

In the "EV2nd ICE-", the first engagement clutch C1 and the second engagement clutch C2 are controlled to N and the third engagement clutch C3 is controlled to Right based on the fastening table of FIG. Thereby, the power of the first motor generator MG1 is transmitted from the third shaft 13 to the drive wheel 19 side through transmission via the fourth gear 104 and the ninth gear 109 as shown by the decorative line M6 in FIG. It is transmitted.
The transmission gear ratio in this case is mainly determined by the gear ratio of the fourth gear 104 and the ninth gear 109. The gear ratio in this "EV2nd ICE-" is smaller than the gear ratio of the 12th gear 112 and the 6th gear 106 in "EV-ICE 3rd", and the 2nd gear 102 and 6th in "EV-ICE 4th" The value is equal to the gear ratio with the gear 106.

  In manual 6-speed M6, where multi-stage gear transmission 1 is "EV2nd ICE-", the gear ratio is the same as that of manual 5-speed M5, in which internal combustion engine ICE and drive wheel 19 are mechanically connected. A pseudo gear stage of the transmission ratio between the transmission ratio of M7 is formed.

  Thus, the gear ratios of “EV1st ICE-” and “EV2nd ICE-” are the manual 1-speed M1, manual 3-speed M3, manual 4-speed M4, and manual 6-speed M6 gear ratios shown by dotted lines in FIG. 5 It is different. However, in the manual shift mode, the control of the output torque of the first motor generator MG1 and the output torque of the internal combustion engine ICE and the rotational speed controls the shift of the manual 1-speed M1, the manual 3-speed M3, the manual 4-speed M4, and the manual 6-speed M6. Control as if it were a ratio.

  The flow of shift control processing in the manual mode shift control will be described below based on the flowchart of FIG. 7. The manual mode shift control is started by turning on the manual mode switch 79 shown in FIG. 2, and is comprehensively performed by the hybrid control module 21, the motor control unit 22, and the engine control unit 24.

  First, in step S1, it is determined whether or not there is a shift request to the shift position i. If there is a shift request, the process proceeds to step S2. If there is no shift request, one process of the processing repeated at a predetermined cycle is ended. Note that this shift stage i is any one of the manual 1-speed M1 to the manual 8-speed M8 shown in FIG. 5 described above.

Here, the shift request to the shift position i may be based on automatic shift control, or may be based on, for example, a manual shift operation such as a paddle shift.
In the case of automatic shift control, a shift stage i set in advance is calculated according to the vehicle speed VSP and the driver request torque F.

In step S1, in the case where there is a shift request to the shift position i in step S1, it is determined whether or not the shift position i is the shift position x that is mechanically (mechanically) present. The process proceeds to step S3, and if it is not the mechanically existing shift position x, the process proceeds to step S4.
Here, the mechanically existing shift stage x is any one of a manual 2-speed M2, a 5-speed manual M5, a manual 7-speed M7, and a manual 8-speed M8 in which the internal combustion engine ICE and the drive wheel 19 are directly connected. It is a gear. In the case where the gear position x is not mechanically present, the gear position i is not connected to the internal combustion engine ICE and the drive wheel 19; manual 1-speed M1, manual 3-speed M3, manual 4-speed M4, This is the case in which the manual six-speed M6 is any.

  In step S2, the process proceeds when the gear stage i is the mechanically existing gear stage x. In step S3, the output torque Te of the internal combustion engine ICE is made equal to the driver request torque F, and the multistage gear transmission 1 is gear stage i. The gear position is shifted to x.

  On the other hand, in step S2, the process proceeds when the gear i is not the mechanically existing gear x in step S4, the temperature of the second motor generator MG2 is higher than the preset temperature threshold value for prohibiting power generation. It is determined whether it is high or not. Then, if the temperature of the second motor generator MG2 is higher than the temperature threshold value ty, the process proceeds to step S5, and if the temperature is lower than the temperature threshold value ty, the process proceeds to step S6.

  In step S5, which proceeds when the temperature of the second motor generator MG2 is higher than the temperature threshold value ty, the output torque Te of the internal combustion engine ICE is made to correspond to the driver request torque F, and the gear of the multistage gear transmission 1 is shifted Control is performed to the nearest gear x (= i + α) on the side higher than the gear i. That is, control is performed to set to the mechanically existing gear position x which is higher than the gear position i and closest to the gear position i. Specifically, when the shift position i is the manual first gear M1, the manual second gear M2 is used. When the gear i is the manual 3-speed M3 or the manual 4-speed M4, the manual 5-speed M5 is used. When the shift position i is the manual 6-speed M6, the manual 7-speed M7 is set.

In step S6, the output torque Te of the internal combustion engine is set as the driver request torque F, and the second motor generator MG2 is generated by the output torque Te in step S6. Do.
At this time, although the internal combustion engine ICE is not connected to the drive wheel 19, the internal combustion engine ICE generates electric power as a driver request torque F, that is, an output torque corresponding to an accelerator operation of the driver. A sound or vibration generated by the drive of the internal combustion engine ICE and absorption of the drive torque by power generation can produce a sense of acceleration by the drive of the internal combustion engine ICE to the driver.

  Further, in the first embodiment, although not shown, the instrument panel of the vehicle is provided with an engine revolution number meter, and the pointer of the engine revolution number fluctuates according to the driving of the internal combustion engine ICE. Also by the movement of the pointer of the engine speed meter, it is possible to produce a sense of acceleration by the drive of the internal combustion engine ICE to the driver. Therefore, at step S6, the rotational speed of the internal combustion engine ICE is simultaneously controlled to be the rotational speed according to the gear ratio of the pseudo gear and the vehicle speed.

  After the process of step S6, the process proceeds to step S7 where the first motor generator MG1 generates an output torque Tm for the driver request torque F and transmits it to the drive wheel 19. At this time, the output torque Tm of the first motor generator MG1 is controlled so as to reproduce the longitudinal acceleration G when the internal combustion engine ICE is driven in accordance with the driver request torque F at the shift stage i.

  That is, when the output torque Tm of the first motor generator MG1 is transmitted to the drive wheel 19, control is performed so as to draw a mountain so as to show a change in power running motor (MG1) torque in FIG. That is, by raising the longitudinal acceleration G at the initial stage of the shift, the longitudinal acceleration G is raised, and then the torque is held substantially constant to suppress the change in the longitudinal acceleration G, and then the torque is decreased toward the next shift. Reduce

Further, the longitudinal acceleration G reproduced above assumes that the internal combustion engine ICE is connected to the drive wheels 19 via the transmissions of the manual gear stages M1, M3, M4, and M6, and the internal combustion engine ICE The longitudinal acceleration G generated when the engine ICE is driven according to the driver request torque F is set.
Then, the engine speed is changed according to the vehicle speed and the virtual gear ratio, as shown by the arrows in FIG.

(Operation of Embodiment 1)
Next, the operation of the first embodiment will be described based on the time chart of FIG.
The time chart of FIG. 8 starts from the stopped state at time t0 by the manual mode shift control from time t1 and shifts up one step at each manual shift speed M1 to M6 as shown by the arrow in FIG. An example of operation when acceleration is performed is shown.
The manual shift stages of the manual shift stages M1 to M6 will be described below.
From time t1 to time t2, the vehicle is started by the driving force of the first motor generator MG1 as the manual first speed M1. The manual first gear M1 is a virtual gear shift in which the internal combustion engine ICE and the drive wheel 19 are not mechanically connected, and the driver request by the first motor generator MG1 is made based on the process of step S7 of FIG. The torque F is generated.
In this case, the multistage gear transmission 1 is "EV1st ICE-", and as shown in the fastening table of FIG. 4, the third engagement clutch C3 is left, and the first engagement clutch C1 and the second engagement The clutch C2 is set to N.

Then, the first motor generator MG1 obtains the longitudinal acceleration G shown in FIG. 8 when the internal combustion engine ICE is driven according to the driver request torque F with the virtual gear ratio of the manual first speed M1 shown in FIG. Control the output torque. Specifically, after increasing the output torque (power running motor torque) of the first motor generator MG1 from time t1, the driver moves the virtual clutch toward shifting to the manual 2-speed M2 at time t2. As in the case of release, the longitudinal acceleration G is reduced.
As a result, the output torque (powering motor torque) of the first motor generator MG1 is output and controlled in a mountain shape as illustrated.

At the same time, between the time t1 and the time t2, the internal combustion engine ICE also generates an output torque Te equivalent to the driver request torque F based on the process of step S6, and the second motor generator It generates MG2 and absorbs its driving power. The output torque Te of the internal combustion engine ICE in this case is also a peaked output as shown, and reproduces a change in torque when the clutch is released by gear change.
Furthermore, as shown in FIG. 8, the engine speed is also gradually increased from time t1, and is lowered toward idle rotation just before time t2 at which a shift is to be made.

Therefore, in the manual first speed M1, whether the internal combustion engine ICE and the drive wheel 19 are mechanically connected to the driver despite the fact that the internal combustion engine ICE and the drive wheel 19 are not mechanically connected? Can produce sounds and vibrations.
In addition, the pointer of the engine speed meter (not shown) also accelerates with the output torque of the internal combustion engine ICE and turns as if it is performing a shift.

  In this operation example, during t1 to t2, the power generation amount of the second motor generator MG2 is insufficient with respect to the power running output of the first motor generator MG1, and the electric power from the heavy battery 3 is output ing.

  Next, at t2 time, in the shift from the manual first speed M1 to the manual second speed M2, the multi-stage gear transmission 1 actually shifts from "EV1st ICE-" to "EV1st ICE1st". Then, the first engagement clutch C1 is switched from neutral N to left. In this case, rotation synchronization of the first engagement clutch C1 is performed based on the engine rotation speed and the power running motor rotation speed (the rotation speed of the first motor generator MG1), and the left engagement clutch is engaged.

  Then, in the manual 2-speed M2 ("EV1st ICE1st") between the time t2 and the time t3, since the internal gear ICE is mechanically connected to the drive wheel 19 in the gear stage, based on the processing in step S3. The output torque of the internal combustion engine ICE is transmitted to the drive wheel 19.

Therefore, during the period from t2 to t3, after the rotation synchronization, the rotational speed (powering motor rotational speed) of the first motor generator MG1 is set to "0", and power generation corresponding to the power generation amount of the second motor generator MG2. The motor torque is also "0".
In this manual second gear M2, the actual gear ratio is lower than the gear ratio of the manual first gear M1, which is a pseudo gear, so the longitudinal acceleration G is greater than the longitudinal acceleration G in the manual first gear M1. It becomes a little lower value.
Further, between t2 and t3, since the internal combustion engine ICE is mechanically connected to the drive wheel 19, the feeling of acceleration according to the acceleration operation of the actual driver and the sound and vibration by the internal combustion engine ICE are actually made. can get.

Next, in the shift from the manual two-speed M2 to the manual three-speed M3 at time t3, the multistage gear transmission 1 is shifted from "EV1st ICE 1st" to "EV1st ICE-".
In this case, the first engagement clutch C1 is switched from Left to N, and prior to the switching, the front and rear rotational synchronization of the first engagement clutch C1 is performed. That is, as shown in FIG. 8, immediately before time t3, the engine rotational speed is reduced, while the output torque of the first motor generator MG1 is increased to increase the power running motor rotational speed to perform rotation synchronization. After reducing the transmission torque, switch to neutral N.

The manual 3-speed M3 from time t3 and the manual 4-speed M4 from time t4 are virtual pseudo gear stages.
That is, from time t3 to time t4, it is assumed that the output torque (power running motor torque) of the first motor generator MG1 is accelerated by the output torque of the internal combustion engine ICE at the manual gear ratio M3 shown in FIG. Control is performed so as to obtain the longitudinal acceleration G of the case. The output torque of the first motor generator MG1 is controlled so that the longitudinal acceleration G at the manual third speed M3 has a value slightly lower than the longitudinal acceleration G of the manual second speed M2.

At the same time, the internal combustion engine ICE also generates the output torque Te equivalent to the driver request torque F based on the processing of step S6 even during the time from t3 to t4, and the second motor generator is generated by this output torque Te. It generates MG2 and absorbs its driving power. The output torque Te of the internal combustion engine ICE in this case is also a peaked output as shown, and reproduces a change in torque when the clutch is released by gear change.
Furthermore, as shown in FIG. 8, the engine speed is also gradually increased from time t3 and is lowered toward idle rotation just before time t4 at which a shift is to be made.

  Therefore, in the manual 3-speed M3, is the internal combustion engine ICE and drive wheel 19 mechanically connected to the driver despite the fact that the internal combustion engine ICE and drive wheel 19 are not mechanically connected? Can produce sounds and vibrations. In addition, acceleration and gear change can also be produced by turning the pointer of the engine speed meter (not shown).

Next, in the shift from the manual three-speed M3 to the manual four-speed M4 at time t4, the multistage gear transmission 1 actually maintains "EV1st ICE-" and does not shift.
By simulating the shift from the manual 3-speed M3 to the manual 4-speed M4, on the assumption that clutch release is performed to disconnect the internal combustion engine ICE and the drive wheels 19 before time t4. The output torque (power running motor torque) of the first motor generator MG1 is reduced. This produces a feeling of torque loss at the time of a shift.

  Further, after the pseudo shift to the manual 4th speed M4t4 which is the pseudo gear stage, the first motor is provided to obtain the longitudinal acceleration G when the internal combustion engine ICE is driven by the manual 4th speed M4 shown in FIG. The output torque (power running motor torque) of the generator MG1 is controlled. As shown in FIG. 8, the output torque (powering motor torque) of the first motor generator MG1 is set so that the longitudinal acceleration G at the manual fourth speed M4 is slightly lower than the longitudinal acceleration G at the manual third speed M3. Control. Also, by setting the acceleration time (interval between t4 and t5) for the manual 4-speed M4 slightly longer than the acceleration time for the manual 1-speed M1, the manual 2-speed M2 and the manual 3-speed M3, the effect of the manual shift is enhanced .

At the same time, the internal combustion engine ICE also generates an output torque Te equivalent to the driver request torque F based on the processing of step S6 even between the time of t4 and the time of t5, and the second motor generator It generates MG2 and absorbs its driving power. The output torque Te of the internal combustion engine ICE in this case is also a peaked output as shown, and reproduces a change in torque when the clutch is released by gear change.
Further, as shown in FIG. 8, the engine speed is also gradually increased from time t4, and is decreased toward idle rotation just before time t5 when the shift is to be performed.

  Therefore, in the manual 4-speed M4, is the internal combustion engine ICE and drive wheel 19 mechanically connected to the driver despite the fact that the internal combustion engine ICE and drive wheel 19 are not mechanically connected? Can produce sounds and vibrations. In addition, acceleration and gear change can also be produced by turning the pointer of the engine speed meter (not shown).

Next, at time t5, the manual 4-speed M4 is shifted to the manual 5-speed M5, and at this time, the multi-stage gear transmission 1 is shifted from "EV1st ICE-" to "EV-ICE2nd".
Therefore, while the first engagement clutch C1 is N, the second engagement clutch C2 is switched from N to Left, and the third engagement clutch C3 is switched from Left to N.

In this case, after releasing the output torque (power running motor torque) of the first motor generator MG1, the third engagement clutch C3 is released.
Further, the second engagement clutch C2 brings the internal combustion engine ICE into an idle state, and the motor rotation speed is reduced due to the reduction of the power running motor torque mentioned above, and rotation synchronization of the input and output sides of the second engagement clutch C2 is made. At this point, the second engagement clutch C2 is switched to Left.

  Then, in the manual 5-speed M5, the internal combustion engine ICE is driven so as to obtain the driver request torque F, and travels with the output torque Te. Therefore, the power running motor rotational speed, which is the rotational speed of the first motor generator MG1, is set to “0”, and the power generation motor torque, which is the power generation amount of the second motor generator MG2, is also set to “0”.

  The longitudinal acceleration G at the manual 5-speed M5 is controlled to a value slightly lower than the longitudinal acceleration G at the manual 4-speed M4, and the acceleration time (time from t5 to t6) at the manual 5-speed M5 is Slightly longer than the acceleration time (time from t4 to t5) of the manual 4-speed M4.

  Next, at time t6, the manual 5-speed M5 is shifted to the manual 6-speed M6. In this case, the multistage gear transmission 1 shifts from "EV-ICE 2nd" to "EV 2nd ICE-". In the first embodiment, in “EV1st ICE-”, the motor rotation speed is too high, and thus the shift is made to “EV2nd ICE-”. However, as the performance of first motor generator MG1, the rotation speed in this case is If driving is possible, it may be "EV1st ICE-".

  In the shift from "EV-ICE 2nd" to "EV 2nd ICE-" of the multi-stage gear transmission 1, the first engagement clutch C1 remains N, and the second engagement clutch C2 is switched from Left to N, and 3 Switch the engagement clutch C3 from N to Right.

At this time, the output torque Te of the internal combustion engine ICE is reduced to the torque in the idle state, and the transmission torque of the second engagement clutch C2 is reduced to N by the increase in the rotational speed of the first motor generator MG1.
Further, the output torque of the first motor generator MG1 is increased before time t6 to synchronize the input / output rotation of the third engagement clutch C3 and switch from N to Right.

  This manual six-speed M6 is a virtual pseudo gear, and drives the internal combustion engine ICE with the output torque (power running motor torque) of the first motor generator MG1 at the gear ratio of the manual six-speed M6 (see FIG. 5) Control is performed so as to obtain the longitudinal acceleration G of the case. The longitudinal acceleration G of the manual 6-speed M6 is controlled to a value slightly lower than the longitudinal acceleration G of the manual 5-speed M5.

At the same time, the internal combustion engine ICE is actually driven according to the driver request torque F, and the driving power thereof is absorbed by the power generation of the second motor generator MG2 (step S6), as in the other virtual gear stages. Further, as shown in FIG. 8, the engine speed is also changed as acceleration is performed by the internal combustion engine ICE.
Therefore, it is possible to obtain a rendering effect as if acceleration is being performed with the output torque Te of the internal combustion engine ICE by the sound, vibration, and turning of the pointer of the engine speed meter (not shown) by the internal combustion engine ICE.

(Effect of Embodiment 1)
In the control device for a hybrid vehicle of the first embodiment, the following effects can be obtained.
(1) The control device of the hybrid vehicle of the first embodiment
A traveling motor (first motor generator MG1) as a power source of the vehicle;
A power generation motor (second motor generator MG2) that is included in the power supply of the traveling motor (first motor generator MG1) and generates power by driving the internal combustion engine ICE;
An output controller (hybrid control module 21, motor control unit 22, engine control unit 24) for controlling the operation of the traveling motor (first motor generator MG1), the internal combustion engine ICE, and the generator motor (second motor generator MG2);
A hybrid vehicle capable of series HEV travel, which is driven by the driving force of a traveling motor (first motor generator MG1) while driving the internal combustion engine ICE to generate power by a power generation motor (second motor generator MG2) In the controller,
In the output controller (hybrid control module 21, motor control unit 22, engine control unit 24), a virtual internal combustion engine (internal combustion engine ICE) is connected to the drive wheels 19 via a stepped transmission during series HEV travel. The simulated gear (manual 1-speed M1, manual 3-speed M3, M1,...) By controlling the output of the traveling motor (first motor generator MG1) by simulating the change in longitudinal acceleration of the vehicle according to each gear when assuming that It is characterized in that a manual 4-speed M4 and a manual 6-speed M6) are formed.
For this reason, in a state where the internal combustion engine ICE and the drive wheel 19 are not mechanically coupled, a pseudo gear stage is formed, so that the multistage gear shift of the actual multistage gear transmission 1 is realized. It becomes possible to make the driver experience. Specifically, in the first embodiment, pseudo gear stages of manual 1-speed M1, manual 3-speed M3, manual 4-speed M4 and manual 6-speed M6 are formed, and the internal combustion engine ICE actually makes the driving wheels 19 More than eight gear speeds are possible, as is the number of mechanically coupled gear stages.
Therefore, it is possible to experience eight stages of shifting while using a small-size, lightweight forward four-speed multistage gear transmission 1 lower than a transmission capable of actually performing eight stages of shifting, and multistage at low cost It becomes possible to satisfy the request.

(2) The control device of the hybrid vehicle of the first embodiment
The output controller (hybrid control module 21, motor control unit 22, engine control unit 24) operates the internal combustion engine when forming the pseudo gear (manual 1-speed M1, manual 3-speed M3, manual 4-speed M4, manual 6-speed M6). Controlling the output torque and rotational speed of the ICE by simulating the output of the internal combustion engine ICE according to the pseudo gear (manual 1-speed M1, manual 3-speed M3, manual 4-speed M4, manual 6-speed M6) It features.
Therefore, in addition to the effect of the above (1), a sound or vibration generated by the drive of the internal combustion engine ICE is generated corresponding to the driver operation, and the internal combustion engine ICE and the drive wheels 19 are actually transmitted via the multistage gear transmission 1 The effect of being able to produce a traveling feel as if it were connected to is obtained. That is, it is possible to experience the increase in the number of revolutions of the internal combustion engine ICE and the increase in torque. Further, the change in the number of revolutions of the internal combustion engine ICE can be visually felt by the change in rotation of the pointer of the engine revolution number meter (not shown), and the effect of presentation can be further improved.

(3) The control device of the hybrid vehicle of the first embodiment
The output controller (hybrid control module 21, motor control unit 22, engine control unit 24) operates the internal combustion engine ICE according to a driver request torque F which is an output torque according to the driver's operation when forming the pseudo gear. It is characterized in that it is controlled, and further, the output torque of the internal combustion engine ICE is absorbed by the power generation of the generator motor (the second motor generator MG2).
Therefore, when the internal combustion engine ICE has an output torque according to the operation of the driver, the output torque of the internal combustion engine ICE is absorbed by the power generation of the second motor generator MG2, whereby the output of the internal combustion engine ICE is input to the transmission. Mechanical torque transmission state can be reproduced. Thereby, the rendering effect of the above (2) can be further improved.

(4) The control device of the hybrid vehicle of the first embodiment
A power transmission system of a traveling motor (first motor generator MG1) and a drive wheel 19 is provided with a multistage gear transmission 1;
The transmission control unit 23 that controls the multistage gear transmission 1 executes manual mode transmission control that performs transmission by imitating manual transmission,
The output controller (Hybrid control module 21, motor control unit 22, engine control unit 24) controls the pseudo gear (manual 1-speed M1, manual 3-speed M3, manual 4-speed M4, manual 6-speed M6) during manual mode shift control. To form.
Therefore, it is possible to experience multi-stage operation at the time of manual mode transmission control capable of giving a feeling of manual transmission, and it is possible to satisfy the multi-stage request by manual mode transmission control.

(5) The control device of the hybrid vehicle of the first embodiment
The output controller (hybrid control module 21, motor control unit 22, engine control unit 24) has a gear stage (manual 1-speed M1, manual 3-speed M3, manual 4-speed) different from the achievable gear stages of the multistage gear transmission 1 M4, manual 6-speed M6) are characterized by being formed by a pseudo gear. Specifically, in the first embodiment, “EV1st ICE-” is used to form a pseudo gear of three speed ratios different from the actual speed ratio. Also, by using "EV2nd ICE-", a pseudo gear stage different from the "EV2nd ICE-" gear ratio is formed.
Therefore, it is possible to experience the multistage gearing more than the number of switchable gear stages by the multistage gear transmission 1 and to experience the multistage gear shift at a smaller size, lighter weight, and lower cost than actual multistage gearing. .

(6) The control device of the hybrid vehicle of the first embodiment
The multistage gear transmission 1 has a motor gear stage using a traveling motor (first motor generator MG1) as a power source and separating the internal combustion engine ICE from the drive wheels 19 and an engine gear stage connecting the internal combustion engine ICE to the drive wheels 19 , Can be formed,
The output controller (hybrid control module 21, motor control unit 22, engine control unit 24) is a motor gear ("EV1st ICE-""EV2ndICE-") and a pseudo gear (manual 1-speed M1, manual 3-speed M3, It is characterized in that a manual 4-speed M4 and a manual 6-speed M6) are formed.
Therefore, in addition to the actual mechanical shift using the engine speed, the effect as if the internal combustion engine ICE is connected to the drive wheel 19 is performed by the motor shift to obtain the multi-stage gear transmission 1 of the hybrid vehicle. Multi-stage shift effect can be achieved.

(7) The control device of the hybrid vehicle of the first embodiment
A processing unit for temperature determination of the second motor generator MG2 for power generation in step S4 is provided as a traveling state detection unit that detects whether or not execution of the series HEV traveling is possible,
When the output controller (hybrid control module 21, motor control unit 22, engine control unit 24) can not generate electric power by the second motor generator MG2 at the time of pseudo gear stage formation and can not carry out series HEV travel, the multistage gear transmission 1 , And travel by the driving force of the internal combustion engine ICE.
Therefore, even when the series HEV travel can not be performed, as in the case where the high-power battery 3 can not be charged or the generator motor (the second motor generator MG2) can not operate, the manual mode shift control is continued to perform multistage shift It can be performed.

(Other embodiments)
Next, a drive device of a hybrid vehicle according to another embodiment will be described.
In the description of the other embodiments, only the differences from the first embodiment will be described.

Second Embodiment
The second embodiment is a modification of the first embodiment, and shows another example of the rendering drive by the internal combustion engine ICE in the first embodiment.
In the second embodiment, as shown in FIG. 9, the internal combustion engine ICE is completely separated from the drive wheel 19 and dedicated to the power generation of the second motor generator MG2.
A stepped transmission 200 may be provided between the first motor generator MG1 for traveling and the drive wheels 19, but may not be provided.

  In the second embodiment, it is assumed that the stepped transmission 200 is not provided. When the transmission 200 is provided, the structure is not limited to that of the multistage gear type shown in the first embodiment, but uses a belt type continuously variable transmission called so-called CVT or an automatic transmission called AT. It can also be done.

  In the second embodiment, all manual shift speeds are formed by pseudo shift speeds. Although the manual 1st gear M1 to the manual 6th gear M6 are displayed in the time chart showing the operation example of FIG. 11, as with the first embodiment, more shift speeds may be formed.

  FIG. 10 is a flow chart showing a flow of processing at the time of manual mode shift control of the second embodiment, and basically, steps corresponding to mechanically existing shift speeds as compared with the first embodiment. S2, S3 and S5 are omitted.

Further, in the second embodiment, the process of step S25, which is performed when the temperature of the second motor generator MG2 as a power generation motor is higher than the temperature threshold value ty and can not generate power in step S4, is different from that of the first embodiment. Cancel
In this case, the internal combustion engine ICE may stop driving itself, or may raise only the engine speed with the internal combustion engine ICE as an idle output.

Next, the operation of the second embodiment will be described based on the time chart of FIG.
FIG. 11 shows an operation example in the case where acceleration similar to that of the first embodiment is performed in the second embodiment.
As shown in this figure, the change in vehicle speed, the change in longitudinal acceleration G, and the change in engine speed in the manual first speed M1 to the manual sixth speed M6 are controlled in the same manner as in the first embodiment.

Further, in the second embodiment, the pseudo shift speeds are formed in the manual first speed M1 to the manual sixth speed M6 which are all shift speeds. In other words, the output torque (power running motor torque) of first motor generator MG1 is set to the longitudinal acceleration G of the vehicle according to each gear when the internal combustion engine ICE is connected to drive wheel 19 via the stepped transmission. To simulate changes in
Then, at this time, the internal combustion engine ICE outputs an output torque in accordance with the driver request torque F, and absorbs the output by the power generation of the second motor generator MG2.

Therefore, in the second embodiment, in addition to the effects of the above (1) to (3), in the hybrid vehicle having no stepped transmission between first motor generator MG1 and drive wheel 19, manual mode transmission There is an effect that the sensation of multistage shifting can be realized by the control.
In addition, since the first motor generator MG1 can output high torque from low rotation as a general characteristic, multi-stage shift is not necessarily required during series HEV travel. In the first embodiment, during such series HEV travel, it is possible to experience multi-stage shift by an engine car, which is not available in the prior art.

Third Embodiment
The control device for a hybrid vehicle of the third embodiment is a modification of the second embodiment, and shows a modification of the processing of steps S25 and S6.

  First, the process of step S25 in the third embodiment will be described. In step S25, which proceeds when the temperature of the second motor generator MG2 is higher than the temperature threshold value ty, in the internal combustion engine ICE, only the engine rotational speed is set to a rotational speed corresponding to the speed ratio of each manual gear and the vehicle speed The torque is controlled to the torque at idle rotation. As a result, while suppressing the amount of power generation of the second motor generator MG2 (suppressing to a maximum amount of power generation “0”), the internal combustion engine ICE is reproduced as the number of revolutions at the time of shift, to obtain a sensation effect of multistage shift.

  In step S6 of the third embodiment, when the battery SOC is higher than the preset required charge threshold and lower than the preset required discharge threshold according to the battery SOC of the high-power battery 3, the first embodiment is implemented. , 2 is performed. That is, the output torque Te of the internal combustion engine ICE is equivalent to the driver request torque F, and the second motor generator MG2 generates electric power.

  On the other hand, when the battery SOC is lower than the threshold required to be charged, the output torque Te of the internal combustion engine ICE is set to a value higher than the driver request torque F, the power generation amount by the second motor generator MG2 is increased, To charge.

  On the other hand, when the battery SOC is higher than the discharge required threshold, the fuel cut of the internal combustion engine ICE is performed to set the output torque Te to “0”, and the second motor generator MG2 is driven to increase the engine rotation speed. As a result, the high-power battery 3 can be discharged to reduce the battery SOC.

  Furthermore, in this case, the engine speed meter (not shown) can be rendered to be accelerated by the driving of the internal combustion engine ICE, as in the first embodiment, due to the increase of the engine speed. In addition, when the second motor generator MG2 is driven to increase the engine rotational speed, the output torque of the internal combustion engine ICE can be in a negative torque state in which the engine brake acts.

Next, the operation of the third embodiment will be described based on the time chart of FIG.
FIG. 12 shows an operation example in the case where acceleration similar to that of the first embodiment is performed in the third embodiment.
As shown in this figure, the change in vehicle speed, the change in longitudinal acceleration G, and the change in engine speed in the manual first speed M1 to the manual sixth speed M6 are controlled in the same manner as in the first embodiment.
In FIG. 12, the manual first speed M1 from time t31 and the manual second speed M2 from time t32 is the case where the temperature of the second motor generator MG2 is higher than the temperature threshold value ty and the second motor generator MG2 does not generate power. Shows the operation of

In this case, the driving state of the first motor generator MG1 is the same as that of the second embodiment, and reproduces the change in the longitudinal acceleration G of the vehicle at the manual first speed M1 and the manual second speed M2, respectively.
On the other hand, the internal combustion engine ICE reproduces the engine speed during acceleration in the manual first speed M1 and the manual second speed M2 as in the second embodiment, but the engine torque is at idle speed. It has been suppressed considerably. Thus, the amount of power generation of the second motor generator MG2 is suppressed, and the heat generation of the second motor generator MG2 is suppressed.
In this case, the first motor generator MG1 is compensated by the battery output of the high-power battery 3.

  In manual three-speed M3 from time t33 in FIG. 12, the operation of the case where the temperature of second motor generator MG2 is equal to or lower than temperature threshold value ty and battery SOC is good between the charge required threshold and the discharge required threshold An example is shown.

  The operation at the time of the manual 3-speed M3 from time t33 is the same as in the first and second embodiments, the output torque Te of the internal combustion engine ICE is equivalent to the driver request torque F, and the second motor generator MG2 generates power. In the case of this operation example, the amount of power consumption by the first motor generator MG1 exceeds the amount of power generation by the second motor generator MG2, and the difference is the battery output from the high-power battery 3.

The manual 4-speed M4 from the time of t34 shows the example of operation in case battery SOC falls below a charge required threshold.
In this case, the output torque Te of the internal combustion engine ICE is set to a value higher than the driver request torque F, and the amount of power generation by the second motor generator MG2 is increased more than when driven by the driver request torque F.
Therefore, charging of high-power battery 3 can be performed to increase battery SOC.

The manual 5-speed M5 from the time of t35 in FIG. 12 has shown the operation example in case battery SOC is higher than a discharge required threshold value.
In this case, fuel cut is performed in the internal combustion engine ICE, and the second motor generator MG2 is driven by power running to control the engine rotational speed to be the rotational speed according to the virtual gear ratio of the manual 5-speed M5. .
Therefore, it is possible to discharge high-power battery 3 by the power running drive of both motor generators MG1 and MG2 and reduce the battery SOC to an ideal value.
Further, in this case, it is possible to perform an effect of accelerating the operation of the internal combustion engine ICE by rotating the pointer in the engine speed meter (not shown) by the increase of the engine speed.

In the third embodiment, when the second motor generator MG2 is at a higher temperature than the temperature threshold value ty and can not generate power during manual mode shift control, the power generation of the second motor generator MG2 is stopped, and the engine speed is set to each manual shift speed. It is controlled to the number of rotations according to the gear ratio of.
Therefore, in the manual mode shift control, while reproducing longitudinal acceleration G by manual multistage shifting by controlling the output torque of the first motor generator MG1, the engine rotational speed change at the manual multistage shifting of the internal combustion engine ICE is reproduced, It is possible to enhance the effect of the multistage shift. Moreover, the power generation of the second motor generator MG2 can be stopped to suppress the temperature rise of the second motor generator MG2.

Further, in the third embodiment, the engine torque is controlled to be larger than the driver request torque F when the battery SOC of the high power battery 3 becomes low and charging is required at the time of the manual mode shift control.
Therefore, the power generation amount of the second motor generator MG2 can be increased as compared with the case where the battery SOC is sufficient, so that the battery output of the high power battery 3 can be suppressed or the high power battery 3 can be charged. As a result, excessive discharge of heavy battery 3 can be suppressed, and battery SOC can be maintained in a good state higher than the threshold required for charging.

Furthermore, in the third embodiment, when the battery SOC of high-power battery 3 is high and discharge is necessary at the time of manual mode shift control, fuel cut of internal combustion engine ICE is performed to drive second motor generator MG2 for power running. The engine speed was increased.
Therefore, in addition to the discharge by the driving of the first motor generator MG1 for traveling, the discharge by the driving of the second motor generator MG2 can be performed to suppress the overcharging of the high-power battery 3. Moreover, at this time, since the engine speed of the internal combustion engine ICE is controlled to the speed according to the transmission gear ratio, the rendering effect by the engine speed meter can be secured.
The amount of power generation can be increased as compared with the case where the battery SOC is sufficient, so that the battery output of the high power battery 3 can be suppressed, and furthermore, the high power battery 3 can be charged. As a result, excessive discharge of heavy battery 3 can be suppressed, and battery SOC can be maintained in a good state lower than the threshold required for discharge.

  As mentioned above, although the control device of the hybrid vehicle of the present invention has been described based on the embodiment, the specific configuration is not limited to this embodiment, and the invention according to each claim of claims. Modifications and additions to the design are acceptable without departing from the scope of the invention.

  For example, although the embodiment shows an example in which the pseudo gear is formed at the time of manual mode shift control, the present invention is not limited to this. You may do so.

In the embodiment, an example is shown in which the output torque of the internal combustion engine is controlled to a value according to the driver request torque at the time of formation of the pseudo gear, but the invention is not limited to this. It may be controlled to a preset torque or rotational speed.
Further, in the embodiment, only the operation example of the upshifting at the time of acceleration is shown, but the invention can be applied to downshifting operation.

1 multi-stage gear transmission 3 high-power battery 21 hybrid control module (output controller)
22 Motor control unit (output controller)
23 Transmission control unit 24 Engine control unit (output controller)
MG1 1st motor generator (motor for traveling)
MG2 2nd motor generator (motor for power generation)
ICE internal combustion engine

Claims (4)

A traveling motor as a power source of the vehicle;
A generator motor that is included in the power supply of the traveling motor and generates electricity by driving an internal combustion engine;
A stepped transmission disposed between the internal combustion engine and the traction motor and drive wheels to constitute a plurality of shift speeds.
An output controller for controlling the operation of the traveling motor, the internal combustion engine, and the generator motor;
A control device for a hybrid vehicle capable of series HEV travel, which is driven by the driving force of the traveling motor while driving the internal combustion engine to generate power by the motor for generating power;
The stepped transmission is capable of forming a motor gear stage using the traveling motor as a power source and separating the internal combustion engine from the drive wheels, and an engine gear stage connecting the internal combustion engine to the drive wheels.
When the vehicle accelerates, the output controller
A gear stage different from the achievable gear stage of the stepped transmission and forming a pseudo gear stage at which the rotation speed of the internal combustion engine output shaft is a predetermined gear ratio with respect to the vehicle speed is formed by the motor gear stage. The driving force is imitated by changing the longitudinal acceleration of the vehicle according to the transmission gear ratio when the internal combustion engine is connected to the driving wheel through the stepped transmission when forming the pseudo gear stage. A control device of a hybrid vehicle characterized by controlling In the control device for a hybrid vehicle according to claim 1,
The output controller controls the rotational speed of the output shaft of the internal combustion engine rotatably supported at the time of formation of the pseudo gear, to a rotational speed according to the gear ratio of the pseudo gear. Vehicle control device. The control apparatus of the hybrid vehicle according to claim 1 or claim 2 wherein,
Transmission control unit for controlling the pre-Symbol stepped transmission is to perform a manual mode shift control of shifting to imitate the manual transmission,
The control device for a hybrid vehicle, wherein the output controller forms a gear stage different from a achievable gear stage of the stepped transmission at the time of the manual mode shift control by the pseudo gear stage. The control device for a hybrid vehicle according to any one of claims 1 to 3 .
A traveling state detection unit that detects whether or not the series HEV traveling can be performed;
The output controller travels the stepped transmission as the engine shift stage by the driving force of the internal combustion engine when the series HEV travel can not be performed when a shift request to the pseudo shift stage is requested. Control device for hybrid vehicles.