JP7287233B2 - Hybrid vehicle control device - Google Patents

Description

The present invention relates to a control device for a hybrid vehicle using an engine having a supercharger and a rotating machine as power sources for running.

An engine having a supercharger and a rotating machine, and a power storage device for supplying and receiving electric power to and from the rotating machine, and using the power output from the engine and the rotating machine as a power source for running, A hybrid vehicle is known that includes an automatic transmission in a power transmission path between the engine and the rotating machine and driving wheels. The hybrid vehicle disclosed in Patent Document 1 is one of them. Japanese Patent Application Laid-Open No. 2002-200001 proposes reducing the input torque by using a rotating machine in order to reduce the input torque input to the automatic transmission during shifting of the automatic transmission. Further, Patent Literature 1 proposes to reduce the input torque by retarding the ignition timing of the engine when the input torque cannot be reduced using a rotary machine.

JP-A-9-331602

By the way, in an engine having a supercharger, retarding the ignition timing leads to an increase in supercharging pressure. Therefore, when the input torque is reduced by generating power from the rotating machine, the state of charge (SOC) of the power storage device is high and charging is limited. If the input torque is reduced by retarding the ignition timing of the engine when the input torque cannot be reduced to 100%, there is a risk of causing a shift shock due to an increase in the supercharging pressure.

SUMMARY OF THE INVENTION The present invention has been made against the background of the circumstances described above, and aims to provide a hybrid vehicle comprising an engine having a supercharger, a rotating machine, and an automatic transmission. To provide a control device for suppressing an inability to sufficiently reduce input torque by generating electric power in a rotating machine when a state of charge value of a power storage device is high and charging is restricted during gear shifting. It is in.

The gist of the first invention is (a) comprising an engine and a rotating machine having a supercharger, and a power storage device for supplying and receiving electric power to and from the rotating machine, and outputting from the engine and the rotating machine (b) the automatic (c) a prediction for predicting occurrence of a shift of the automatic transmission; (d) a discharge control unit that performs discharge control of the power storage device when the state of charge value of the power storage device is higher than a predetermined value when occurrence of shift of the automatic transmission is predicted ; e) If the possible reduction amount of the state of charge value of the power storage device that can be reduced by the discharge control does not satisfy the requested reduction amount when the shift of the automatic transmission is predicted, the automatic transmission At least one of changing the shift point to the low vehicle speed side and reducing the supercharging pressure by the supercharger, and reducing the required torque reduction amount at the time of shifting of the input torque required at the time of shifting at the predicted shift and a shift-shift request torque reduction amount reducing portion for reducing .

Further, the gist of the second invention is that in the hybrid vehicle control device of the first invention, the discharge control unit increases the torque of the rotating machine and reduces the torque of the rotating machine in the discharge control. The torque of the engine is reduced through control of the throttle valve opening of the engine so as to suppress the increase of the input torque due to the increase.

Further, the gist of the third invention is that in the hybrid vehicle control device of the first invention or the second invention, the shift input torque reduction section reduces power generation of the rotary machine during shift of the automatic transmission. In addition to reducing the input torque by retarding the ignition timing of the engine, the input torque is reduced.

Further, the gist of the fourth invention is that in the hybrid vehicle control device of the third invention, the discharge control unit reduces the input torque by power generation of the rotating machine and retards the ignition timing of the engine. The discharge control is performed when the reduction of the input torque provides the required torque reduction amount during shifting of the input torque required during the predicted shifting.

Further, the gist of the fifth invention is that in the control device for a hybrid vehicle according to any one of the first invention to the fourth invention, the discharge control unit controls the input required at the time of shifting at the predicted shift. Based on the required torque reduction amount during gear shifting of torque, the state of charge value of the power storage device is reduced to an upper limit value or less at which the required torque reduction amount during gear shifting can be obtained by reducing the input torque due to the power generation of the rotating machine. It is characterized by performing the discharge control.

Further, the gist of the sixth invention is that in the hybrid vehicle control device of the third invention or the fourth invention, the discharge control unit controls the above-mentioned electric discharge control unit required for the rotating machine at the time of shifting in the predicted shift. The state of charge value of the power storage device is reduced to an upper limit or less at which the rotary machine required torque reduction amount can be obtained by reducing the input torque due to the power generation of the rotary machine, based on the rotary machine required torque reduction amount of the input torque. The discharge control is performed as described above.

Further, the gist of the seventh invention is that in the control device for a hybrid vehicle of the seventh invention, the shift-time required torque reduction amount reduction unit changes the shift point of the automatic transmission to the low vehicle speed side, and The supercharging pressure is selectively reduced by the supercharger, and the supercharging pressure is reduced by the supercharger when the shift point of the automatic transmission cannot be changed to the low vehicle speed side. do.

Further, the gist of the eighth invention is that in the hybrid vehicle control device of the seventh invention or the eighth invention, the shift-time required torque reduction amount reduction unit reduces the possible reduction amount of the state-of-charge value of the power storage device. does not satisfy the required reduction amount, the larger the shortage of the possible reduction amount with respect to the required reduction amount, the greater the reduction in the supercharging pressure by the supercharger.

According to the hybrid vehicle control device of the first aspect of the invention, when the shift of the automatic transmission is predicted and the state of charge value of the power storage device is higher than the predetermined value, discharge control of the power storage device is performed. The state-of-charge value of the power storage device is lowered in advance at the start of gear shifting. Therefore, it is possible to prevent the input torque from being sufficiently reduced by generating electric power from the rotating machine due to the high state of charge value of the charging device at the start of gear shifting and the charging of the power storage device being restricted during gear shifting. can do.
Further, when the shift of the automatic transmission is predicted, if the possible reduction amount of the state of charge value of the power storage device that can be reduced by the discharge control is less than the requested reduction amount, the shift point of the automatic transmission is determined. By performing at least one of changing to the low vehicle speed side and reducing the supercharging pressure by the supercharger, it is possible to reduce the required torque reduction amount during gear shifting during gear shifting. Therefore, it is possible to reduce the shift shock when the state of charge value of the power storage device cannot be reduced to the required reduction amount by the discharge control.

Further, according to the hybrid vehicle control device of the second invention, since the power consumed by the rotating machine increases by increasing the torque of the rotating machine, the amount of discharge from the power storage device increases, and the power storage device is charged. You can lower your status. In addition, since the torque of the engine is reduced so as to suppress the increase in the input torque due to the increase in the torque of the rotating machine, it is possible to suppress fluctuations in the drive torque transmitted to the drive wheels.

Further, according to the hybrid vehicle control device of the third aspect of the invention, the ignition timing of the engine can be retarded within a range in which an increase in boost pressure does not pose a problem. By reducing the input torque can be suitably reduced.

Further, according to the hybrid vehicle control device of the fourth aspect of the invention, the required torque reduction amount during gear shifting can be obtained also by reducing the input torque due to the power generation of the rotating machine and reducing the input torque due to retarding the ignition timing of the engine. Since discharge control is performed occasionally, unnecessary charge control can be prevented.

Further, according to the hybrid vehicle control device of the fifth aspect of the invention, the discharge control is performed so that the state of charge value of the power storage device is equal to or lower than the upper limit value at which the required torque reduction amount during shifting can be obtained by the power generation of the rotary machine. Therefore, when the automatic transmission shifts gears, it is possible to reliably obtain the required torque reduction amount during gear shifting by reducing the input torque due to the power generation of the rotary machine.

Further, according to the control device for a hybrid vehicle of the sixth aspect of the invention, discharge control is performed so that the state of charge value of the power storage device is equal to or lower than the upper limit value at which the rotation machine required torque reduction amount can be obtained by the power generation of the rotation machine. Therefore, it is possible to reliably obtain the rotary machine required torque reduction amount by reducing the input torque due to the power generation of the rotary machine during gear shifting.

Further, according to the hybrid vehicle control device of the seventh aspect of the invention, the supercharging pressure is reduced by the supercharger when the shift point of the automatic transmission cannot be changed to the low vehicle speed side. The hourly required torque reduction amount can be reduced.

Further, according to the hybrid vehicle control device of the eighth aspect of the invention, the greater the shortage of the possible reduction amount with respect to the required reduction amount, the greater the reduction in the boost pressure by the supercharger. As a result, the required torque reduction amount during gear shifting can be reduced to a suitable value.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram for explaining a schematic configuration of a vehicle to which the present invention is applied, and is a diagram for explaining main parts of a control system and control functions for various controls in the vehicle; FIG. 2 is a diagram illustrating a schematic configuration of the engine of FIG. 1; FIG. FIG. 2 is an operation chart for explaining the relationship between the shift operation of the mechanical stepped transmission illustrated in FIG. 1 and the combination of the operation of the engagement device used therefor; FIG. FIG. 4 is a nomographic chart showing the relative relationship between the rotational speeds of each rotating element in an electric continuously variable transmission and a mechanical stepped transmission; FIG. 5 is a diagram illustrating an example of a gear stage allocation table in which a plurality of simulated gear stages are allocated to a plurality of AT gear stages; FIG. 4 is a diagram for explaining a hydraulic control circuit, and a diagram for explaining a hydraulic source that supplies working oil to the hydraulic control circuit; FIG. 4 is a diagram showing an example of an optimum engine operating point; FIG. 5 is a diagram illustrating an example of a simulated gear shift map used for shift control of a plurality of simulated gear stages; FIG. 4 is a diagram showing an example of a power source switching map used for switching control between motor running and hybrid running. FIG. 5 is a diagram showing a relationship between a required torque reduction amount during gear shifting and a required state of charge reduction amount; 4 is a flowchart for explaining the main part of the control operation of the electronic control device, and is a flowchart for explaining the control operation for suppressing the shift shock that occurs when the stepped transmission shifts gears. FIG. 10 is a time chart for explaining one mode of the operation result when gear shifting of the stepped transmission is predicted while the vehicle is running; FIG. FIG. 5 is a functional block diagram for explaining control functions of an electronic control unit corresponding to another embodiment of the invention; FIG. 5 is a diagram showing the relationship between the amount of torque reduction due to retardation of ignition timing and the amount of reduction required for the state of charge value; FIG. 10 is a functional block diagram for explaining control functions of an electronic control unit corresponding to still another embodiment of the present invention; FIG. 5 is a diagram showing the relationship between the amount of possible state of charge reduction and the shift point shift amount; FIG. 5 is a diagram showing a relationship between a possible reduction amount of the state of charge value and a reduction amount of the supercharging pressure; FIG. 4 is a diagram showing another aspect of an engine applicable to the present invention;

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

FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram for explaining main parts of a control system for various controls in the vehicle 10. As shown in FIG. In FIG. 1, a vehicle 10 is a hybrid vehicle that includes an engine 12 that functions as a power source for running, a first rotary machine MG1, and a second rotary machine MG2. The vehicle 10 also includes drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14 . The second rotating machine MG2 corresponds to the rotating machine of the present invention.

FIG. 2 is a diagram for explaining a schematic configuration of the engine 12. As shown in FIG. In FIG. 2, the engine 12 is a power source for running the vehicle 10, and is a known internal combustion engine consisting of a gasoline engine having a supercharger 18, that is, an engine with a supercharger 18. As shown in FIG. An intake system of the engine 12 is provided with an intake pipe 20, and the intake pipe 20 is connected to an intake manifold 22 attached to the engine body 12a. An exhaust system of the engine 12 is provided with an exhaust pipe 24, and the exhaust pipe 24 is connected to an exhaust manifold 26 attached to the engine body 12a. The supercharger 18 is a known exhaust turbine type supercharger, that is, a turbocharger, having a compressor 18 c provided in the intake pipe 20 and a turbine 18 t provided in the exhaust pipe 24 . The turbine 18t is rotationally driven by the exhaust gas flow. The compressor 18c is connected to the turbine 18t, and is rotationally driven by the turbine 18t to compress intake air to the engine 12, that is, intake air.

The exhaust pipe 24 is provided in parallel with an exhaust bypass 28 for bypassing the turbine 18t from the upstream side of the turbine 18t to the downstream side to flow the exhaust gas. The exhaust bypass 28 is provided with a waste gate valve (=WGV) 30 for continuously controlling the ratio of the exhaust passing through the turbine 18 t and the exhaust passing through the exhaust bypass 28 . The opening of the wastegate valve 30 is continuously adjusted by operating an actuator (not shown) by an electronic control unit 100, which will be described later. Exhaust gas from the engine 12 is more likely to be discharged through the exhaust bypass 28 as the opening of the wastegate valve 30 increases. Therefore, in the supercharging state of the engine 12 in which the supercharging action of the supercharger 18 is effective, the supercharging pressure Pchg by the supercharger 18 becomes lower as the valve opening of the waste gate valve 30 increases. The supercharging pressure Pchg by the supercharger 18 is the pressure of the intake air, which is the air pressure in the intake pipe 20 downstream of the compressor 18c.

An air cleaner 32 is provided at the inlet of the intake pipe 20, and an air flow meter 34 for measuring the intake air amount Qair of the engine 12 is provided in the intake pipe 20 downstream from the air cleaner 32 and upstream from the compressor 18c. there is The intake pipe 20 downstream of the compressor 18c is provided with an intercooler 36, which is a heat exchanger that cools the intake air compressed by the supercharger 18 by exchanging heat between the intake air and outside air or cooling water. there is An electronic throttle valve 38 is provided in the intake pipe 20 downstream of the intercooler 36 and upstream of the intake manifold 22. The electronic throttle valve 38 is controlled to open and close by operating a throttle actuator (not shown) by an electronic control unit 100, which will be described later. It is In the intake pipe 20 between the intercooler 36 and the electronic throttle valve 38, there are provided a supercharging pressure sensor 40 for detecting the supercharging pressure Pchg by the supercharger 18, and an intake air temperature sensor for detecting the intake air temperature THair. 42 are provided. A throttle valve opening sensor 44 for detecting a throttle valve opening .theta.th, which is the opening of the electronic throttle valve 38, is provided near the electronic throttle valve 38, for example, at a throttle actuator.

The intake pipe 20 is provided in parallel with an air recirculation bypass 46 for recirculating the air by detouring the compressor 18c from the downstream side to the upstream side of the compressor 18c. The air recirculation bypass 46 is provided with an air bypass valve (=ABV) 48 that is opened when the electronic throttle valve 38 is suddenly closed, for example, to suppress surge generation and protect the compressor 18c. . The valve opening degree of the air bypass valve 48 is continuously adjusted by operating an actuator (not shown) by an electronic control unit 100, which will be described later.

The engine 12 is controlled by an electronic control device 100, which will be described later, which controls an engine control device 50 (see FIG. 1) including an electronic throttle valve 38, a fuel injection device 49, an ignition device 51, a waste gate valve 30, and the like. The engine torque Te which is the output torque of is controlled. The fuel injection device 49 employs an in-cylinder injection type in which fuel is directly injected into the combustion chamber 12b indicated by the dashed line of the engine 12, or a port injection type.

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

The power transmission device 16 includes an electric continuously variable transmission 58, a mechanical stepped transmission 60, etc., which are arranged in series on a common axis within a case 56 as a non-rotating member attached to the vehicle body. ing. The electric continuously variable transmission 58 and the mechanical stepped transmission 60 are provided in series in a power transmission path between the engine 12 and the drive wheels 14 . The electric continuously variable transmission 58 is connected to the engine 12 directly or indirectly via a damper or the like (not shown). The mechanical stepped transmission 60 is connected to the output side of the electric continuously variable transmission 58 . The power transmission device 16 also includes a differential gear device 64 connected to an output shaft 62, which is an output rotating member of the mechanical stepped transmission 60, a pair of axle shafts 66 connected to the differential gear device 64, and the like. ing. In the power transmission device 16, the power output from the engine 12 and the second rotary machine MG2 is transmitted to the mechanical stepped transmission 60, and is transmitted from the mechanical stepped transmission 60 through the differential gear device 64 and the like. It is transmitted to the drive wheels 14 . The power transmission device 16 configured in this manner is preferably used in an FR (front engine, rear drive) type vehicle. Hereinafter, the electric continuously variable transmission 58 will be referred to as the continuously variable transmission 58, and the mechanical stepped transmission 60 will be referred to as the stepped transmission 60. In addition, motive power is the same as torque and force unless otherwise specified. Further, the continuously variable transmission 58, the stepped transmission 60, etc. are constructed substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 12, the connecting shaft 68 connected to the crankshaft, and the like. Note that the stepped transmission 60 corresponds to the automatic transmission of the present invention.

The continuously variable transmission 58 serves as a power splitting mechanism that mechanically divides the power of the first rotary machine MG1 and the engine 12 to the first rotary machine MG1 and an intermediate transmission member 70 that is an output rotary member of the continuously variable transmission 58. and a differential mechanism 72. A second rotary machine MG2 is coupled to the intermediate transmission member 70 so as to be capable of power transmission. The first rotating machine MG1 is a rotating machine to which the power of the engine 12 is transmitted. Since the intermediate transmission member 70 is connected to the driving wheels 14 via the stepped transmission 60, the second rotating machine MG2 is a rotating machine connected to the driving wheels 14 so as to be capable of power transmission. The continuously variable transmission 58 is an electric continuously variable transmission in which the differential state of the differential mechanism 72 is controlled by controlling the operating state of the first rotary machine MG1. The first rotating machine MG1 is a rotating machine capable of controlling the engine rotation speed Ne, which is the rotation speed of the engine 12, for example, a rotating machine capable of increasing the engine rotation speed Ne. The power transmission device 16 transmits the power of the power source to the drive wheels 14 . Note that controlling the operating state of the first rotating machine MG1 means controlling the operation of the first rotating machine MG1.

The differential mechanism 72 is composed of a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 12 is connected to the carrier CA0 via a connecting shaft 68 so as to be able to transmit power, the first rotating machine MG1 is connected to be able to transmit power to the sun gear S0, and the second rotating machine MG2 is capable of transmitting power to the ring gear R0. connected to In differential mechanism 72, carrier CA0 functions as an input element, sun gear S0 functions as a reaction element, and ring gear R0 functions as an output element.

The stepped transmission 60 is provided on a power transmission path between the engine 12 and the second rotary machine MG2 and the drive wheels 14, and part of the power transmission path between the continuously variable transmission 58 and the drive wheels 14. It is a mechanical transmission mechanism. Intermediate transmission member 70 also functions as an input rotary member of stepped transmission 60 . Since the second rotary machine MG2 is connected to the intermediate transmission member 70 so as to rotate integrally, or the engine 12 is connected to the input side of the continuously variable transmission 58, the stepped transmission 60 , a transmission provided in a power transmission path between the power source (the second rotary machine MG2 and the engine 12) and the drive wheels 14. The intermediate transmission member 70 is a transmission member for transmitting the power of the power source to the driving wheels 14 . The stepped transmission 60 includes, for example, a plurality of sets of planetary gear trains such as a first planetary gear train 74 and a second planetary gear train 76, and a plurality of clutches C1, C2, brakes B1 and B2 including a one-way clutch F1. and a known planetary gear type automatic transmission. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 will simply be referred to as an engagement device CB unless otherwise specified.

The engagement device CB is a hydraulic friction engagement device including a multi-plate or single-plate clutch or brake that is pressed by a hydraulic actuator, a band brake that is tightened by a hydraulic actuator, or the like. The engagement device CB is engaged by respective hydraulic pressures Pc1, Pc2, Pb1, Pb2 of the engagement device CB that are regulated output from a hydraulic control circuit 78 provided in the vehicle 10 (see FIG. 6, which will be described later). The operating state, which is a state such as engaging or disengaging, is switched.

In the stepped transmission 60, each rotating element of the first planetary gear device 74 and the second planetary gear device 76 is partially connected to each other directly or indirectly via the engagement device CB or the one-way clutch F1. , or connected to the intermediate transmission member 70 , the case 56 , or the output shaft 62 . The rotating elements of the first planetary gear set 74 are the sun gear S1, the carrier CA1 and the ring gear R1, and the rotating elements of the second planetary gear set 76 are the sun gear S2, the carrier CA2 and the ring gear R2.

The stepped transmission 60 changes the speed ratio (also referred to as gear ratio) γat (=input rotational speed Ni/ This is a stepped transmission in which one of a plurality of gear stages (also referred to as gear stages) having different output rotational speeds No) is formed. In other words, in the stepped transmission 60, a plurality of engagement devices are selectively engaged to switch gears, that is, to execute gear shifting. Stepped transmission 60 is a stepped automatic transmission in which each of a plurality of gear stages is formed. In this embodiment, the gear stage formed by the stepped transmission 60 is called an AT gear stage. The input rotation speed Ni is the input rotation speed of the stepped transmission 60, which is the rotation speed of the input rotation member of the stepped transmission 60, and has the same value as the rotation speed of the intermediate transmission member 70. It has the same value as the MG2 rotation speed Nm, which is the rotation speed of the machine MG2. The input rotation speed Ni can be represented by the MG2 rotation speed Nm. The output rotation speed No is the rotation speed of the output shaft 62, which is the output rotation speed of the stepped transmission 60, and is a compound transmission that is the entire transmission combining the continuously variable transmission 58 and the stepped transmission 60. It is also the output rotational speed of machine 80 . Compound transmission 80 is a transmission that forms part of a power transmission path between engine 12 and drive wheels 14 .

The stepped transmission 60 has, for example, as shown in the engagement operation table of FIG. ”) are formed. The transmission gear ratio γat of the AT 1st gear stage is the largest, and the transmission gear ratio γat becomes smaller with increasing AT gear stage. A reverse AT gear stage ("Rev" in the figure) is formed, for example, by engagement of the clutch C1 and engagement of the brake B2. That is, as will be described later, when the vehicle is traveling backward, for example, the AT 1st gear is set. The engagement operation table in FIG. 3 summarizes the relationship between each AT gear stage and each operation state of a plurality of engagement devices. That is, the engagement operation table of FIG. 3 summarizes the relationship between each AT gear stage and a predetermined engagement device, which is an engagement device that is engaged with each AT gear stage. In FIG. 3 , “◯” indicates engagement, “Δ” indicates engagement during engine braking or during coast downshifting of the stepped transmission 60, and blank spaces indicate disengagement.

The stepped transmission 60 is controlled by an electronic control unit 100, which will be described later, to switch between AT gear stages according to the driver's accelerator operation, vehicle speed V, and the like. formed in For example, in the speed change control of the stepped transmission 60, the speed change is executed by switching the grip of any of the engagement devices CB, that is, the speed change is executed by switching between engagement and release of the engagement device CB. A so-called clutch-to-clutch shift is executed. In this embodiment, for example, a downshift from AT 2nd gear to AT 1st gear is expressed as a 2→1 downshift. The same is true for other upshifts and downshifts.

The vehicle 10 further includes a one-way clutch F0, a mechanical oil pump MOP82, an electric oil pump EOP84, and the like.

The one-way clutch F0 is a lock mechanism that can fix the carrier CA0 so that it cannot rotate. That is, the one-way clutch F0 is a locking mechanism that can fix the connecting shaft 68 that is connected to the crankshaft of the engine 12 and that rotates integrally with the carrier CA0 to the case 56 . The one-way clutch F0 has two members capable of relative rotation, one of which is integrally connected to the connecting shaft 68 and the other member is integrally connected to the case 56 . The one-way clutch F0 idles in the forward rotation direction, which is the rotation direction when the engine 12 is running, and automatically engages in the rotation direction opposite to when the engine 12 is running. Therefore, when the one-way clutch F0 is idling, the engine 12 is allowed to rotate relative to the case 56 . On the other hand, when the one-way clutch F<b>0 is engaged, the engine 12 cannot rotate relative to the case 56 . That is, the engine 12 is fixed to the case 56 by engaging the one-way clutch F0. Thus, the one-way clutch F0 permits rotation of the carrier CA0 in the forward rotation direction, which is the rotation direction during operation of the engine 12, and prevents rotation of the carrier CA0 in the negative rotation direction. That is, the one-way clutch F0 is a lock mechanism that allows rotation of the engine 12 in the positive rotation direction and prevents rotation in the negative rotation direction.

The MOP 82 is connected to the connecting shaft 68 , rotates with the rotation of the engine 12 , and discharges hydraulic oil used in the power transmission device 16 . The MOP 82 is rotated by the engine 12, for example, and discharges hydraulic oil. The EOP 84 is rotated by a motor 86 dedicated to an oil pump provided in the vehicle 10 to discharge hydraulic oil. Hydraulic oil discharged from the MOP 82 and the EOP 84 is supplied to the hydraulic control circuit 78 (see FIG. 6, which will be described later). The engagement device CB is switched between operating states by respective hydraulic pressures Pc1, Pc2, Pb1 and Pb2 adjusted by the hydraulic control circuit 78 based on the hydraulic oil oil.

FIG. 4 is a collinear diagram showing the relative relationship between the rotational speeds of the rotating elements in the continuously variable transmission 58 and the stepped transmission 60. As shown in FIG. In FIG. 4, three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 72 constituting the continuously variable transmission 58 indicate, from left to right, the sun gear S0 corresponding to the second rotating element RE2. The g-axis represents the rotational speed, the e-axis represents the rotational speed of the carrier CA0 corresponding to the first rotating element RE1, and the rotational speed of the ring gear R0 corresponding to the third rotating element RE3 (that is, the speed of the stepped transmission 60). input rotational speed). Also, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped transmission 60 indicate, from the left, the rotation speed of the sun gear S2 corresponding to the fourth rotating element RE4, and the rotation speed of the sun gear S2 corresponding to the fifth rotating element RE5. The rotation speed of the coupled ring gear R1 and carrier CA2 (that is, the rotation speed of the output shaft 62), the rotation speed of the coupled carrier CA1 and ring gear R2 corresponding to the sixth rotating element RE6, corresponding to the seventh rotating element RE7 These axes represent the rotational speeds of the sun gear S1. The mutual intervals of the vertical lines Y1, Y2, Y3 are determined according to the gear ratio ρ0 of the differential mechanism 72. As shown in FIG. The distances between the vertical lines Y4, Y5, Y6 and Y7 are determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear units 74 and 76, respectively. If the distance between the sun gear and the carrier corresponds to "1" in the relationship between the vertical axes of the collinear chart, then the gear ratio ρ (=number of teeth of the sun gear/ring gear) of the planetary gear system between the carrier and the ring gear is number of teeth).

4, in the differential mechanism 72 of the continuously variable transmission 58, the engine 12 (see "ENG" in the figure) is connected to the first rotating element RE1, and the second rotating element A first rotating machine MG1 (see "MG1" in the drawing) is connected to RE2, and a second rotating machine MG2 (see "MG2" in the drawing) is connected to a third rotating element RE3 that rotates integrally with the intermediate transmission member 70. , and is configured to transmit the rotation of the engine 12 to the stepped transmission 60 via the intermediate transmission member 70 . In continuously variable transmission 58, straight lines L0e, L0m, and L0R crossing vertical line Y2 indicate the relationship between the rotational speed of sun gear S0 and the rotational speed of ring gear R0.

Further, in the stepped transmission 60, the fourth rotating element RE4 is selectively connected to the intermediate transmission member 70 via the clutch C1, the fifth rotating element RE5 is connected to the output shaft 62, and the sixth rotating element RE6 is connected to It is selectively connected to the intermediate transmission member 70 via the clutch C2 and selectively connected to the case 56 via the brake B2, and the seventh rotating element RE7 is selectively connected to the case 56 via the brake B1. be. In the stepped transmission 60, the straight lines L1, L2, L3, L4, and LR crossing the vertical line Y5 are controlled by the engagement release control of the engagement device CB to set "1st", "2nd", and "3rd" on the output shaft 62. , “4th” and “Rev” are shown.

A straight line L0e and straight lines L1, L2, L3, and L4 indicated by solid lines in FIG. 4 represent respective rotations during forward travel in a hybrid travel (=HV travel) mode in which hybrid travel is possible using at least the engine 12 as a power source. Indicates the relative velocity of the element. In this hybrid running mode, in the differential mechanism 72, MG1 torque Tg, which is a reaction torque of negative torque generated by the first rotary machine MG1, is input to the sun gear S0 with respect to the positive engine torque Te input to the carrier CA0. Then, an engine direct torque Td (=Te/(1+ρ0)=-(1/ρ0)×Tg) appears in the ring gear R0, which becomes a positive torque in forward rotation. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is the driving torque in the forward direction of the vehicle 10, and is any AT gear stage from AT 1st gear stage to AT 4th gear stage. is transmitted to the driving wheels 14 via a stepped transmission 60 formed with a . The first rotary machine MG1 functions as a generator when it generates negative torque in positive rotation. The electric power Wg generated by the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 uses all or part of the generated power Wg, or uses power from the battery 54 in addition to the generated power Wg to output the MG2 torque Tm.

A straight line L0m indicated by a dashed dotted line in FIG. 4 and straight lines L1, L2, L3, and L4 indicated by solid lines in FIG. 1 shows the relative speed of each rotating element in forward running in a motor running (=EV running) mode in which motor running is possible using at least one of the rotary machines as a power source. Motor running in forward running in the motor running mode includes, for example, single-drive motor running in which only the second rotary machine MG2 is used as a power source, and running in which both the first rotary machine MG1 and the second rotary machine MG2 are used as power sources. There is a dual drive motor running. In single-drive motor running, the carrier CA0 rotates at zero, and the MG2 torque Tm, which becomes positive torque at forward rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is brought into a no-load state and idled in a negative rotation. In single-drive motor running, the one-way clutch F0 is released and the connecting shaft 68 is not fixed to the case 56 .

In dual-drive motor running, when the carrier CA0 is set to zero rotation and MG1 torque Tg, which becomes negative torque at negative rotation, is input to the sun gear S0, the carrier CA0 is prevented from rotating in the negative rotation direction. , the one-way clutch F0 is automatically engaged. In a state where carrier CA0 is non-rotatably fixed by engagement of one-way clutch F0, reaction torque due to MG1 torque Tg is input to ring gear R0. In addition, in dual-drive motor running, MG2 torque Tm is input to ring gear R0 in the same manner as in single-drive motor running. When the MG1 torque Tg, which becomes a negative torque at negative rotation, is input to the sun gear S0 with the carrier CA0 set to zero rotation, if the MG2 torque Tm is not input, single-drive motor running by the MG1 torque Tg is also possible. It is possible. In forward running in the motor running mode, the engine 12 is not driven, the engine rotation speed Ne is set to zero, and at least one of the MG1 torque Tg and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 10. The power is transmitted to the drive wheels 14 via a stepped transmission 60 in which any one of the AT 1st gear-AT 4th gear is formed. In forward running in the motor running mode, the MG1 torque Tg is power running torque of negative rotation and negative torque, and the MG2 torque Tm is power running torque of positive rotation and positive torque.

A straight line L0R and a straight line LR indicated by dashed lines in FIG. 4 indicate the relative speed of each rotating element during reverse travel in the motor travel mode. During reverse travel in this motor travel mode, MG2 torque Tm, which becomes negative torque at negative rotation, is input to the ring gear R0, and the MG2 torque Tm serves as the drive torque in the reverse direction of the vehicle 10, forming the AT 1st gear stage. The power is transmitted to the drive wheels 14 via the stepped transmission 60 . In the vehicle 10, an electronic control unit 100, which will be described later, is in a state in which a forward low-side AT gear stage, for example, an AT 1st gear stage, is formed among a plurality of AT gear stages. The second rotating machine MG2 outputs the reverse MG2 torque Tm, which is opposite in polarity to the MG2 torque Tm, so that the vehicle can travel in reverse. In reverse running in the motor running mode, the MG2 torque Tm is power running torque of negative rotation and negative torque. Also in the hybrid running mode, it is possible to rotate the second rotary machine MG2 in the negative direction as in the straight line L0R, so that backward running can be performed in the same manner as in the motor running mode.

In the power transmission device 16, a carrier CA0 as a first rotating element RE1 to which the engine 12 is coupled so as to be able to transmit power, a sun gear S0 as a second rotating element RE2 to which is coupled so as to be able to transmit power to the first rotary machine MG1, and an intermediate gear S0. A differential mechanism 72 having three rotating elements including a ring gear R0 as a third rotating element RE3 to which a transmission member 70 is coupled is provided, and the differential mechanism 72 is operated by controlling the operating state of the first rotary machine MG1. A continuously variable transmission 58 is configured as an electric transmission mechanism in which the differential state of is controlled. In other words, the third rotating element RE3 to which the intermediate transmission member 70 is connected is the third rotating element RE3 to which the second rotary machine MG2 is connected so as to be able to transmit power. That is, the power transmission device 16 includes the differential mechanism 72 to which the engine 12 is connected so as to be able to transmit power, and the first rotating machine MG1 to which the differential mechanism 72 is connected so as to be able to transmit power. Continuously variable transmission 58 is configured in which the differential state of differential mechanism 72 is controlled by controlling the operating state of MG1. The continuously variable transmission 58 has a ratio of the engine rotation speed Ne, which is the same value as the rotation speed of the connecting shaft 68, which is the input rotation member, and the MG2 rotation speed Nm, which is the rotation speed of the intermediate transmission member 70 which is the output rotation member. It is operated as an electric continuously variable transmission in which the gear ratio γ0 (=Ne/Nm), which is a value, can be varied.

For example, in the hybrid running mode, the rotation speed of the first rotary machine MG1 is higher than the rotation speed of the ring gear R0, which is restrained by the rotation of the drive wheels 14 due to the formation of the AT gear stage in the stepped transmission 60. When the rotation speed of the sun gear S0 is increased or decreased by controlling , the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in hybrid running, it is possible to operate the engine 12 at the efficient engine operating point Peng. The operating point is an operating point represented by rotational speed and torque, and the engine operating point Peng is an operating point of the engine 12 represented by engine rotational speed Ne and engine torque Te. In the power transmission device 16, the continuously variable transmission 58 and the continuously variable transmission 60 are connected in series with the continuously variable transmission 60 having an AT gear stage and the continuously variable transmission 58 operated as a continuously variable transmission. The arranged compound transmission 80 as a whole can constitute a continuously variable transmission.

Alternatively, the continuously variable transmission 58 can be changed like a stepped transmission. Together with the continuously variable transmission 58, the compound transmission 80 as a whole can be changed like a stepped transmission. That is, in the compound transmission 80, the stepped gears are arranged so as to selectively establish a plurality of gear stages having different total gear ratios γt (=Ne/No) representing the ratio of the engine rotation speed Ne to the output rotation speed No. Transmission 60 and continuously variable transmission 58 can be controlled. In this embodiment, the gear stage established by the compound transmission 80 is called a simulated gear stage. The total gear ratio γt is the overall gear ratio formed by the continuously variable transmission 58 and the stepped transmission 60 arranged in series, and is the gear ratio γ0 of the continuously variable transmission 58 and the stepped transmission. 60 gear ratio γat (γt=γ0×γat).

The simulated gear stage is set for each AT gear stage of the stepped transmission 60 by combining, for example, each AT gear stage of the stepped transmission 60 and one or more types of gear ratios γ0 of the continuously variable transmission 58. Assigned to establish one or more types. For example, FIG. 5 is an example of a gear stage assignment table. In FIG. 5, in the upshift of the compound transmission 80, the simulated 1st gear-simulated 3rd gear is established for the AT 1st gear, and the simulated 4th gear-simulated for the AT 2nd gear. 6th gear stage is established, simulated 7th gear stage-simulated 9th gear stage is established for AT 3rd gear stage, and simulated 10th gear stage is established for AT 4th gear stage. Predetermined. Further, in the downshift of the compound transmission 80, the simulated 1st gear stage-simulated 2nd gear stage is established for the AT 1st gear stage, and the simulated 3rd gear stage-simulated 5th gear stage are established for the AT 2nd gear stage. A gear stage is established, a simulated 6th gear stage-a simulated 8th gear stage is established for an AT 3rd gear stage, and a simulated 9th gear stage-a simulated 10th gear stage is established for an AT 4th gear stage. It is determined in advance so that In the compound transmission 80, the continuously variable transmission 58 is controlled so that the engine rotation speed Ne that realizes a predetermined total gear ratio γt with respect to the output rotation speed No. A step is established. Further, in the compound transmission 80, the simulated gear stage is switched by controlling the continuously variable transmission 58 in accordance with the switching of the AT gear stage. Note that FIG. 5 shows an example in which the simulated gear stages assigned to the AT gear stages are different between upshifts and downshifts, but they may be the same.

Returning to FIG. 1, the vehicle 10 includes an electronic control unit 100 as a controller including control units of the vehicle 10 related to control of the engine 12, the continuously variable transmission 58, the stepped transmission 60, and the like. Therefore, FIG. 1 is a diagram showing the input/output system of the electronic control unit 100, and is also a functional block diagram for explaining the main control functions of the electronic control unit 100. As shown in FIG. The electronic control unit 100 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, and an input/output interface. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control unit 100 includes computers for engine control, rotary machine control, hydraulic control, etc., as required. Note that the electronic control unit 100 corresponds to the control unit of the present invention.

The electronic control unit 100 includes various sensors provided in the vehicle 10 (for example, the air flow meter 34, the boost pressure sensor 40, the intake air temperature sensor 42, the throttle valve opening sensor 44, the engine rotation speed sensor 88, the output rotation speed sensor, etc.). 90, MG1 rotation speed sensor 92, MG2 rotation speed sensor 94, accelerator opening sensor 96, battery sensor 98, oil temperature sensor 99, etc.) various signals based on detection values (for example, intake air amount Qair, supercharging pressure Pchg, Intake air temperature THair, throttle valve opening θth, engine rotational speed Ne and crank angle Acr indicating the rotational position of the crankshaft of engine 12, output rotational speed No corresponding to vehicle speed V, rotational speed MG1 of first rotary machine MG1 rotational speed Ng, MG2 rotational speed Nm which is equivalent to the input rotational speed Ni, accelerator opening degree θacc which is the amount of accelerator operation by the driver representing the magnitude of the driver's acceleration operation, battery temperature THbat of the battery 54, and battery charge/discharge. A current Ibat, a battery voltage Vbat, a working oil temperature THoil which is the temperature of the working oil oil, etc.) are respectively supplied.

From the electronic control unit 100, various command signals (for example, an engine control command for controlling the engine 12) are sent to each device (for example, the engine control unit 50, the inverter 52, the hydraulic control circuit 78, the motor 86, etc.) provided in the vehicle 10. A signal Se, a rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, a hydraulic control command signal Sat for controlling the operating state of the engagement device CB, and controlling the operation of the EOP84. EOP control command signal Seop, etc.) are respectively output. This hydraulic control command signal Sat is also a hydraulic control command signal for controlling the speed change of the stepped transmission 60. For example, each hydraulic pressure Pc1, Pc2, Pb1, Pb2 supplied to each hydraulic actuator of the engagement device CB is a command signal for driving the solenoid valves SL1-SL4, etc. (see FIG. 6, which will be described later) for regulating the pressure. The electronic control unit 100 sets oil pressure command values corresponding to the respective oil pressure values Pc1, Pc2, Pb1, Pb2, and outputs a drive current or a drive voltage to the oil pressure control circuit 78 according to the oil pressure command values.

The electronic control unit 100 calculates a state of charge value SOC [%] as a value indicating the state of charge (amount of charge) of the battery 54 based on, for example, the battery charge/discharge current Ibat and the battery voltage Vbat. Further, the electronic control unit 100 calculates chargeable/dischargeable power Win, Wout that defines the usable range of the battery power Pbat, which is the power of the battery 54, based on the battery temperature THbat and the state of charge value SOC of the battery 54, for example. do. The chargeable/dischargeable power Win and Wout are the chargeable power Win as the input power that defines the limit of the input power of the battery 54 and the dischargeable power Wout as the output power that defines the limit of the output power of the battery 54. be. The chargeable/dischargeable electric powers Win and Wout are reduced as the battery temperature THbat decreases in a low temperature range lower than the normal use range, and decrease as the battery temperature THbat increases in a high temperature range higher than the normal use range. be done. Also, the chargeable power Win is made smaller as the state of charge value SOC is higher in a region where the state of charge value SOC is higher, for example. Further, the dischargeable power Wout is made smaller as the state-of-charge value SOC becomes lower, for example, in a region where the state-of-charge value SOC is lower.

FIG. 6 is a diagram for explaining the hydraulic control circuit 78 and also for explaining a hydraulic source for supplying hydraulic oil to the hydraulic control circuit 78. As shown in FIG. In FIG. 6, the MOP 82 and the EOP 84 are provided in parallel due to the configuration of the oil passage through which the hydraulic oil flows. Each of the MOP 82 and the EOP 84 discharges hydraulic oil that serves as a source of hydraulic pressure for switching the operating state of each of the engagement devices CB and supplying lubricating oil to each part of the power transmission device 16 . Each of the MOP 82 and EOP 84 sucks up the hydraulic oil that has flowed back to the oil pan 120 provided in the lower portion of the case 56 via a strainer 122 that is a common suction port, and discharges it to each of the discharge oil passages 124 and 126. do. The discharge oil passages 124 and 126 are each connected to an oil passage provided in the hydraulic control circuit 78, for example, a line pressure oil passage 128 through which the line pressure PL flows. A discharge oil passage 124 through which hydraulic oil is discharged from the MOP 82 is connected to a line pressure oil passage 128 via a MOP check valve 130 provided in the hydraulic control circuit 78 . A discharge oil passage 126 through which hydraulic oil is discharged from the EOP 84 is connected to a line pressure oil passage 128 via an EOP check valve 132 provided in the hydraulic control circuit 78 . The MOP 82 rotates together with the engine 12 and generates hydraulic pressure by being rotationally driven by the engine 12 . The EOP 84 generates working oil pressure by being rotationally driven by the motor 86 regardless of the rotational state of the engine 12 . The EOP 84 is activated, for example, during running in the motor running mode.

The hydraulic control circuit 78 includes a regulator valve 134, solenoid valves SLT, SL1-SL4, etc., in addition to the line pressure oil passage 128, the MOP check valve 130, and the EOP check valve 132 described above.

The regulator valve 134 regulates the line pressure PL based on the working oil discharged by at least one of the MOP 82 and the EOP 84 . The solenoid valve SLT is, for example, a linear solenoid valve, and is controlled by the electronic control unit 100 so as to output the pilot pressure Pslt to the regulator valve 134 according to the accelerator opening θacc or the input torque to the stepped transmission 60 or the like. . In the regulator valve 134, the spool 136 is energized by the pilot pressure Pslt, and the spool 136 is moved in the axial direction with a change in the opening area of the discharge passage 138, thereby increasing the line pressure in accordance with the pilot pressure Pslt. PL is regulated. As a result, the line pressure PL is set to a hydraulic pressure corresponding to the accelerator opening θacc, the input torque of the stepped transmission 60, or the like. The source pressure input to the solenoid valve SLT is a modulator pressure PM adjusted to a constant value by a modulator valve (not shown) using, for example, the line pressure PL as the source pressure.

Each of the solenoid valves SL1-SL4 is, for example, a linear solenoid valve, and uses the line pressure PL supplied through the line pressure oil passage 128 as a source pressure to change the hydraulic pressures Pc1, Pc2, Pb1, Pb2 of the engagement device CB. It is controlled by the electronic control unit 100 to output. A solenoid valve SL1 regulates the C1 oil pressure Pc1 supplied to the hydraulic actuator of the clutch C1. The solenoid valve SL2 regulates the C2 oil pressure Pc2 supplied to the hydraulic actuator of the clutch C2. A solenoid valve SL3 regulates the B1 oil pressure Pb1 supplied to the hydraulic actuator of the brake B1. A solenoid valve SL4 regulates the B2 oil pressure Pb2 supplied to the hydraulic actuator of the brake B2.

Returning to FIG. 1 , the electronic control unit 100 includes shift control means, ie, a shift control section 102 , and hybrid control means, ie, a hybrid control section 104 , in order to implement various controls in the vehicle 10 .

The shift control unit 102 determines the shift of the stepped transmission 60 by using, for example, an AT gear stage shift map, which is a relationship that is experimentally or designally obtained and stored in advance, that is, a predetermined relationship. The shift control of the stepped transmission 60 is executed in response to . In the shift control of the stepped transmission 60, the shift control unit 102 causes the solenoid valves SL1 to SL4 to release the engagement device CB so that the AT gear stage of the stepped transmission 60 is automatically switched. A hydraulic control command signal Sat for switching is output to the hydraulic control circuit 78 . The AT gear position shift map is a predetermined relationship having a shift line for judging the shift of the stepped transmission 60 on two-dimensional coordinates with variables such as the output rotation speed No and the accelerator opening θacc. . Here, the vehicle speed V or the like may be used instead of the output rotation speed No, and the required driving torque Twdem or the throttle valve opening θth may be used instead of the accelerator opening θacc. Each shift line in the AT gear stage shift map is an upshift line for judging an upshift and a downshift line for judging a downshift. Whether or not the output rotational speed No crosses a line indicating a certain accelerator opening θacc, or whether or not the accelerator opening θacc crosses a line indicating a certain output rotational speed No, That is, it is for judging whether or not a shift point, which is a value at which a shift on the shift line should be executed, has been crossed, and is predetermined as a series of shift points.

The hybrid control unit 104 functions as engine control means for controlling the operation of the engine 12, that is, as an engine control unit, and a rotary machine control means for controlling the operations of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. In other words, it includes a function as a rotating machine control unit, and executes hybrid drive control by the engine 12, the first rotating machine MG1, and the second rotating machine MG2 by these control functions.

The hybrid control unit 104 calculates the required drive torque Twdem, which is the drive torque Tw required for the vehicle 10, by applying the accelerator opening θacc and the vehicle speed V to a predetermined relationship, for example, a drive force map. . This required driving torque Twdem is, in other words, the required driving power Pwdem at the vehicle speed V at that time. Here, instead of the vehicle speed V, the output rotational speed No or the like may be used. The hybrid control unit 104 controls at least one of the engine 12, the first rotating machine MG1, and the second rotating machine MG2 in consideration of the required charging/discharging power, which is the charging/discharging power required for the battery 54. An engine control command signal Se, which is a command signal for controlling the engine 12, and a rotary machine control, which is a command signal for controlling the first rotary machine MG1 and the second rotary machine MG2, so that the required driving power Pwdem is realized by the power source. It outputs a command signal Smg. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 12 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotating machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotating machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as reaction torque of the engine torque Te, and It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm when the command is output.

For example, when operating the continuously variable transmission 58 to operate the entire compound transmission 80 as a continuously variable transmission, the hybrid control unit 104 adds the required charging/discharging power, the charging/discharging efficiency of the battery 54, and the like to the required drive power Pwdem. The engine 12 is controlled to achieve the engine power Pe that outputs the target engine torque Tetgt at the target engine rotation speed Netgt considering the optimum engine operating point OPengf and the like, which realizes the required engine power Pedem. In addition, the hybrid control unit 104 controls the electric power Wg generated by the first rotary machine MG1 so as to output the MG1 torque Tg for setting the engine speed Ne to the target engine speed Netgt. 58 is executed to change the gear ratio γ0 of the continuously variable transmission 58 . As a result of this control, the total gear ratio γt of the compound transmission 80 when operated as a continuously variable transmission is controlled. The MG1 torque Tg when the compound transmission 80 as a whole operates as a continuously variable transmission is calculated, for example, in feedback control for operating the first rotary machine MG1 so that the engine speed Ne becomes the target engine speed Netgt. The MG2 torque Tm when the compound transmission 80 as a whole operates as a continuously variable transmission is calculated so as to obtain the required driving torque Twdem together with the driving torque Tw due to the engine direct torque Td, for example.

The optimum engine operating point OPengf is predetermined as an engine operating point OPeng at which the total fuel consumption of the vehicle 10 is the best, considering the fuel consumption of the engine 12 alone and the charge/discharge efficiency of the battery 54, etc., when realizing the required engine power Pedem, for example. It is The target engine rotation speed Netgt is the target value of the engine rotation speed Ne, and the target engine torque Tetgt is the target value of the engine torque Te.

FIG. 7 is a diagram showing an example of the optimum engine operating point OPengf on two-dimensional coordinates with the engine speed Ne and the engine torque Te as variables. In FIG. 7, a solid line Leng indicates a collection of optimum engine operating points OPengf. Equal power lines Lpw1, Lpw2 and Lpw3 respectively show examples when the required engine power Pedem is the required engine power Pe1, Pe2 and Pe3. Point A is the engine operating point OPengA when the requested engine power Pe1 is realized at the optimum engine operating point OPengf, and point B is the engine operating point when the requested engine power Pe3 is realized at the optimum engine operating point OPengf. It is OPengB. The points A and B are also the target values of the engine operating point OPeng represented by the target engine rotation speed Netgt and the target engine torque Tetgt, that is, the target engine operating point OPengtgt. When, for example, the target engine operating point OPengtgt is changed from point A to point B due to an increase in the accelerator opening θacc, control is performed so that the engine operating point OPeng is changed along a path a passing over the optimum engine operating point OPengf. be.

For example, when the continuously variable transmission 58 is shifted like a stepped transmission and the entire compound transmission 80 is shifted like a stepped transmission, the hybrid control unit 104 controls a predetermined relationship, such as a simulated gear. A gear shift map is used to determine the shift of the compound transmission 80, and in cooperation with the shift control of the AT gear of the stepped transmission 60 by the shift control unit 102, a plurality of simulated gear stages are selectively established. , the speed change control of the continuously variable transmission 58 is executed. A plurality of simulated gear stages can be established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the output rotation speed No so as to maintain the respective total gear ratios γt. The total gear ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire output rotational speed No. may be added. A plurality of simulated gear stages can be established simply by controlling the engine rotation speed Ne according to the output rotation speed No, and a predetermined simulated gear stage can be established regardless of the type of AT gear stage of the stepped transmission 60. can. In this manner, the hybrid control unit 104 can perform speed change control to change the engine rotation speed Ne like a stepped speed change.

Similar to the AT gear shift map, the simulated gear shift map is predetermined using the output rotation speed No and the accelerator opening θacc as parameters. FIG. 8 is an example of a simulated gear shift map, where the solid line is the upshift line and the broken line is the downshift line. By switching the simulated gear stages according to the simulated gear stage shift map, the entire compound transmission 80 in which the continuously variable transmission 58 and the stepped transmission 60 are arranged in series has a shift feeling similar to that of a stepped transmission. can get. The simulated stepped transmission control for shifting the entire compound transmission 80 like a stepped transmission is performed, for example, when the driver selects a driving mode emphasizing driving performance, such as a sports driving mode, or when the required drive torque Twdem is relatively low. If it is large, the stepless speed change control may be executed with priority to operate the compound transmission 80 as a whole as a continuously variable transmission. May be.

Simulated stepped shift control by hybrid control unit 104 and shift control of stepped transmission 60 by shift control unit 102 are executed in cooperation. In this embodiment, 10 simulated gear stages of simulated 1st gear stage to simulated 10th gear stage are assigned to 4 types of AT gear stages of AT 1st gear stage to AT 4th gear stage. Therefore, the AT gear shift map is defined so that the shift to the AT gear is performed at the same timing as the shift timing of the simulated gear. Specifically, the upshift lines of "3→4", "6→7" and "9→10" of the simulated gear stages in FIG. →3” and “3→4” (see “AT1→2” etc. shown in FIG. 8). Further, the downshift lines of "2←3", "5←6" and "8←9" of the simulated gear stages in Fig. 8 correspond to "1←2" and "2←3" of the AT gear stage shift map. , and "3←4" (see "AT1←2" and the like shown in FIG. 8). Alternatively, an AT gear shift command may be output to the shift control unit 102 based on the simulated gear shift determination based on the simulated gear shift map of FIG. Thus, when the stepped transmission 60 is upshifted, the entire compound transmission 80 is upshifted, and when the stepped transmission 60 is downshifted, the entire compound transmission 80 is downshifted. will be The shift control unit 102 switches the AT gear stage of the stepped transmission 60 when the simulated gear stage is switched. Since the shift to the AT gear stage is performed at the same timing as the shift timing of the simulated gear stage, the gear shift of the stepped transmission 60 is performed in accordance with the change in the engine rotation speed Ne. Even if there is a shock associated with shifting, the driver is less likely to feel uncomfortable.

The hybrid control unit 104 selectively establishes the motor driving mode or the hybrid driving mode as the driving mode according to the driving state, and drives the vehicle 10 in each driving mode. For example, when the required driving power Pwdem is in the motor running region smaller than the predetermined threshold, hybrid control unit 104 establishes the motor running mode, while the required driving power Pwdem is equal to or greater than the predetermined threshold. is in the hybrid running region, the hybrid running mode is established. Even when the required driving power Pwdem is in the motor driving range, the hybrid control unit 104 operates when the state of charge value SOC of the battery 54 is less than a predetermined engine start threshold or when the engine 12 needs to be warmed up. In some cases, the hybrid running mode is established. The engine start threshold is a predetermined threshold for determining that the state of charge value SOC is such that it is necessary to forcibly start the engine 12 and charge the battery 54 .

FIG. 9 is a diagram showing an example of a power source switching map used for switching control between motor running and hybrid running. In FIG. 9, a solid line Lswp is a boundary line between a motor driving region and a hybrid driving region for switching between motor driving and hybrid driving. A region in which the vehicle speed V is relatively low, the required drive torque Twdem is relatively small, and the required drive power Pwdem is relatively small is predetermined in the motor drive region. A region in which the vehicle speed V is relatively high or the required driving torque Twdem is relatively large, and the required driving power Pwdem is relatively large is predetermined as the hybrid driving region. When the state-of-charge value SOC of the battery 54 is less than the engine start threshold or when the engine 12 needs to be warmed up, the motor driving range in FIG. 9 may be changed to the hybrid driving range.

When the motor driving mode is established, the hybrid control unit 104 drives the vehicle 10 by single-drive motor driving by the second rotating machine MG2 when the required driving power Pwdem can be realized only by the second rotating machine MG2. Let On the other hand, when the motor drive mode is established, the hybrid control unit 104 causes the vehicle 10 to travel in the dual drive motor travel mode if the required drive power Pwdem cannot be achieved only with the second rotary machine MG2. Even when the required driving power Pwdem can be realized only by the second rotary machine MG2, the hybrid control unit 104 uses the first rotary machine MG1 and the second rotary machine MG2 together rather than using only the second rotary machine MG2. If it is more efficient, the vehicle 10 may be run with both drive motors running.

By the way, during gear shifting of the stepped transmission 60, in order to quickly complete the gear shifting and reduce gear shift shock, torque down control for temporarily reducing the input torque Tin input to the stepped transmission 60 is performed. It has been known. When the stepped transmission 60 shifts, the electronic control unit 100 causes the second rotary machine MG2 to generate power to execute torque down control to reduce the input torque Tin input to the stepped transmission 60. It is functionally provided with reduction means, that is, input torque reduction section 106 during shift. When an inertia phase of the stepped transmission 60 starts, for example, during an upshift of the stepped transmission 60, the shift-time input torque reduction unit 106 causes the second rotary machine MG2 to generate power, thereby reducing the stepped transmission. The input torque Tin of 60 is reduced by the required torque reduction amount .DELTA.T during gear shifting set based on the gear position, vehicle speed V, and the like.

Here, when the state of charge value SOC of the battery 54 becomes high, the chargeable electric power Win is limited, so that the input torque Tin of the stepped transmission 60 is sufficiently reduced by the power generation of the second rotary machine MG2. becomes difficult. In such a case, it is conceivable to reduce the input torque Tin by retarding the ignition timing of the engine 12 when the stepped transmission 60 shifts. However, it is known that in the engine 12 having the supercharger 18, the boost pressure Pchg increases when the ignition timing is retarded. Therefore, when the input torque Tin of the stepped transmission 60 cannot be sufficiently reduced by generating power from the second rotary machine MG2, if the input torque Tin is reduced by retarding the ignition timing of the engine 12, There is a possibility that a shift shock may occur due to the increase in the supercharging pressure Pchg.

In order to solve the above problem, the electronic control unit 100 includes a prediction unit 108 for predicting occurrence of gear shifting of the stepped transmission 60, and a battery power supply unit 108 when the occurrence of gear shifting of the stepped transmission 60 is predicted. 54 is functionally provided with discharge control means, that is, a discharge control unit 110 .

When the prediction unit 108 predicts that the vehicle state will reach a shift line that accompanies the actual shift of the stepped transmission 60 after the lapse of the predetermined time ta in the simulated gear shift map shown in FIG. is expected to occur. For example, when the state of the vehicle is at point C in FIG. , it is predicted that the stepped transmission 60 will shift. The predetermined time ta is determined experimentally or by design in advance, and is set to a value that allows the state-of-charge value SOC of the battery 54 to be reduced in advance by discharge control until the stepped transmission 60 starts shifting. It is

When predicting unit 108 predicts the occurrence of a shift in stepped transmission 60, discharge control unit 110 determines whether state of charge value SOC of battery 54 is higher than predetermined value SOC1 set in advance. The predetermined value SOC1 of the state-of-charge value SOC is experimentally or design-experimentally determined in advance. It is set within a range that can be obtained by reducing the input torque Tin due to power generation. That is, the predetermined value SOC1 of the state-of-charge value SOC is set within a range in which the second rotary machine MG2 can perform the torque reduction control when the predicted gear shift is performed, and is set to the upper limit here. .

Here, the shift-time required torque reduction amount ΔT differs for each type of predicted shift. Specifically, the shift-time required torque reduction amount ΔT changes depending on the gear stage to be shifted, the vehicle speed V, and the like. In relation to this, the predetermined value SOC1 is also changed according to the speed V, vehicle speed V, and the like. For example, the shift-time request torque reduction amount ΔT becomes smaller and the predetermined value SOC1 becomes higher as the shift gear becomes a lower gear (lower speed side gear). Further, the lower the vehicle speed V, the smaller the required torque reduction amount ΔT during gear shifting, and the higher the predetermined value SOC1. Discharge control unit 110 stores a previously obtained and stored relationship map for determining predetermined value SOC1 consisting of the number of gear stages to be shifted, vehicle speed V, etc., and shifts to the relationship map. By applying the number of gear stages, the vehicle speed V, and the like, the predetermined value SOC1 is determined each time the occurrence of a shift is predicted.

When it is determined that state of charge value SOC of battery 54 is equal to or less than predetermined value SOC1, discharge control unit 110 determines that execution of discharge control is unnecessary. In this case, even if the state-of-charge value SOC of the battery 54 is not lowered in advance by discharge control, the power generation of the second rotary machine MG2 allows the input torque Tin required at the time of gear shifting to be predicted. This is because the torque reduction amount ΔT can be ensured.

On the other hand, when the generation of the stepped transmission 60 is predicted and the state of charge value SOC of the battery 54 is higher than the predetermined value SOC1, the discharge control unit 110 controls the power generation of the second rotary machine MG2 in the torque down control. Due to the decrease in the input torque Tin due to the reduction in the input torque Tin, the predicted torque reduction amount ΔT during gear shifting of the input torque Tin required during gear shifting cannot be obtained. . At this time, discharge control unit 110 determines in advance whether possible reduction amount ΔSOCpos of state of charge value SOC of battery 54 that can be reduced by discharge control satisfies requested reduction amount ΔSOCdem.

Discharge control unit 110 first calculates a requested reduction amount ΔSOCdem of the state of charge value SOC to be reduced by discharge control based on the requested torque reduction amount ΔT during shifting and the state of charge value SOC of the battery 54 . FIG. 10 shows the relationship between the requested torque reduction amount ΔT during shifting and the requested reduction amount ΔSOCdem of the state of charge value SOC. As shown in FIG. 10, the requested reduction amount ΔSOCdem of the state of charge value SOC increases as the shift-time requested torque reduction amount ΔT increases. This is because, as the shift-time request torque reduction amount ΔT increases, the amount of electric power generated by the power generation of the second rotary machine MG2 during torque down control increases, and it is necessary to secure the capacity of the battery 54 that can store the electric amount. be. Further, the required reduction amount ΔSOCdem of the state of charge value SOC is also changed by the state of charge value SOC at that time. The requested reduction amount ΔSOCdem becomes smaller when the state of charge value SOC is close to the predetermined value SOC1, and the requested reduction amount ΔSOCdem increases as the state of charge value SOC becomes higher than the predetermined value SOC1.

After calculating the requested reduction amount ΔSOCdem of the state-of-charge value SOC, discharge control unit 110 determines the state-of-charge value SOC that can be reduced by the discharge control based on the power that can be discharged by the discharge control and the time tb during which the discharge control can be executed. A possible reduction amount ΔSOCpos is calculated. In the discharge control, power consumption is increased by increasing the MG2 torque Tm output from the second rotary machine MG2 during running. Therefore, the electric power that can be discharged during running is calculated based on the power consumption when the second rotating machine MG2 increases to the MG2 torque Tm that can be output during running. Further, by multiplying the dischargeable power by the time tb during which the discharge control can be executed, the possible reduction amount ΔSOCpos of the state of charge value SOC is calculated. When the possible reduction amount ΔSOCpos is larger than the required reduction amount ΔSOCdem of the state of charge value SOC, the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by discharge control when the shift of the stepped transmission 60 is predicted. satisfies the requested reduction amount ΔSOCdem of the state of charge value SOC. On the other hand, when the possible reduction amount ΔSOCpos is smaller than the requested reduction amount ΔSOCdem of the state of charge value SOC, the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by the discharge control is less than the requested reduction amount ΔSOCdem of the state of charge value SOC. determined to be unsatisfactory.

When the possible reduction amount ΔSOCpos of the state of charge value SOC that can be reduced by the discharge control satisfies the requested reduction amount ΔSOCdem of the state of charge value SOC, discharge control unit 110 determines the amount of reduction requested during the predicted gear shift. The state of charge value SOC of the battery 54 can be obtained based on the required torque reduction amount ΔT during gear shifting of the input torque Tin, and the required torque reduction amount ΔT during gear shifting can be obtained by reducing the input torque Tin due to the power generation of the second rotary machine MG2. Discharge control is performed to reduce the discharge to the upper limit or less. Specifically, in the discharge control, the discharge control unit 110 increases the MG2 torque Tm of the second rotary machine MG2 so as to obtain the required reduction amount ΔSOCdem of the state of charge value SOC, and increases the MG2 torque of the second rotary machine MG2. The engine torque Te of the engine 12 is reduced through control of the throttle valve opening θth of the engine 12 so as to suppress an increase in the input torque Tin due to an increase in the torque Tm. By executing the discharge control as described above, the state of charge value SOC of the battery 54 is reduced by the reduction in the input torque Tin due to the power generation of the second rotary machine MG2 at the time of the start of gear shifting. Since it is reduced to the upper limit value or less at which ΔT can be obtained, torque down control by the second rotary machine MG2 can be executed during shifting. Therefore, the shift shock that occurs during the shift transition period is suppressed. Further, even if the MG2 torque Tm of the second rotary machine MG2 increases due to the discharge control, the increased amount is offset by the reduction in the engine torque Te due to the control of the throttle valve opening θth of the engine 12. A change in the drive torque Tw of the vehicle 10 due to is also suppressed.

Further, when the discharge control unit 110 determines that the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by discharge control does not satisfy the requested reduction amount ΔSOCdem, the electronic control unit 100 One of changing the shift point to the low vehicle speed side and reducing the supercharging pressure Pchg by the supercharger 18 is performed, and the required torque reduction amount ΔT during shifting of the input torque Tin required during shifting in the predicted shifting is calculated. A shift request torque reduction amount reduction unit 112 is functionally provided.

A shift-time required torque reduction amount reduction unit 112 (hereinafter referred to as a required torque reduction amount reduction unit 112) changes the shift point of the stepped transmission 60 to the low vehicle speed side and reduces the supercharging pressure Pchg by the supercharger 18. This is done selectively, and when the shift point of the stepped transmission 60 cannot be changed to the low vehicle speed side, the supercharging pressure Pchg by the supercharger 18 is reduced. Requested torque reduction amount reduction section 112 determines whether the shift point of stepped transmission 60 can be changed to the low vehicle speed side. The required torque reduction amount reduction unit 112 stores a changeable region map for determining whether or not the shift point can be changed to the low vehicle speed side, which is composed of, for example, the accelerator opening θacc and the output rotation speed No. By applying the actual accelerator opening θacc and output rotation speed No to the changeable region map, it is determined whether the shift point can be changed to the lower vehicle speed side. The shiftable region map is obtained and stored in advance experimentally or by design. It is set so that it is impossible to change to the low vehicle speed side.

When request torque reduction amount reduction section 112 determines that the shift point can be changed to the low vehicle speed side, it changes the shift point of stepped transmission 60 to the low vehicle speed side by a preset movement amount Qtra. By changing the shift point of the stepped transmission 60 to the low vehicle speed side, the rotation change during the shift transition period is reduced, and the gear shift request torque reduction amount ΔT during the shift transition period of the stepped transmission 60 is reduced. As a result, the amount of work required during gear shifting is reduced, thereby reducing the need for torque down control during gear shifting. Further, when the required torque reduction amount ΔT during gear shifting can be secured by reducing the input torque Tin due to the power generation of the second rotary machine MG2 by decreasing the required torque reduction amount ΔT during gear shifting, torque down control is performed during gear shifting. By executing this, the shift shock can be suppressed. The shift point shift amount Qtra is obtained experimentally or by design in advance. Alternatively, it is set to a value that enables execution of torque down control by power generation of the second rotary machine MG2 as the shift-time request torque reduction amount ΔT is reduced.

On the other hand, the required torque reduction amount reduction section 112 reduces the supercharging pressure Pchg by the supercharger 18 when the shift point of the stepped transmission 60 cannot be changed to the low vehicle speed side. The required torque reduction amount reduction unit 112 reduces the supercharging pressure Pchg by controlling the waste gate valve 30 . Since the supercharging pressure Pchg by the supercharger 18 is reduced, the engine torque Te of the engine 12 is reduced, and the shift request torque reduction amount ΔT is also reduced. This reduces the need for torque down control during shifting. Further, when the required torque reduction amount ΔT during gear shifting can be secured by reducing the input torque Tin generated by the second rotary machine MG2 by reducing the required torque reduction amount ΔT during gear shifting as the supercharging pressure Pchg decreases. can suppress gear shift shock by executing torque down control during gear shifting. The reduction amount ΔPchg of the supercharging pressure Pchg by the supercharger 18 is obtained experimentally or by design in advance. is set to an allowable range, or a value that enables execution of torque down control by power generation of the second rotary machine MG2 as the required torque reduction amount ΔT during gear shift is reduced.

FIG. 11 is a flow chart for explaining the main part of the control operation of the electronic control unit 100, and is a flow chart for explaining the control operation for suppressing shift shock that occurs when the stepped transmission 60 shifts. This flowchart is repeatedly executed while the vehicle 10 is running.

First, in step ST1 (hereinafter, the step is omitted) corresponding to the control function of the predicting section 108, it is determined whether occurrence of shift of the stepped transmission 60 is predicted. If ST1 is negated, it is returned. When ST1 is affirmative, in ST2 corresponding to the control function of discharge control unit 110, torque reduction control by power generation of second rotary machine MG2 is performed based on whether state of charge value SOC of battery 54 is equal to or less than predetermined value SOC1. is executable. If ST2 is affirmative, a return is made. If ST2 is negative, in ST3 corresponding to the control function of discharge control section 110, it is determined whether state of charge value SOC can be reduced to required reduction amount ΔSOCdem by discharge control.

When ST3 is affirmative, in ST4 corresponding to the control function of the discharge control unit 110, discharge control is executed by increasing the MG2 torque Tm of the second rotary machine MG2, and the throttle valve opening degree of the engine 12 is increased. Torque down control of the engine 12 is executed by controlling θth. As a result, the state of charge value SOC is reduced to the requested reduction amount ΔSOCdem. Therefore, during gear shifting of the stepped transmission 60, it becomes possible to execute torque down control by power generation of the second rotary machine MG2. Further, by executing the torque reduction control of the engine 12, the engine torque Te of the engine 12 is reduced so as to offset the increase in the MG2 torque Tm of the second rotary machine MG2, and the driving torque of the vehicle 10 is reduced by the discharge control. Fluctuations in Tw are suppressed.

Returning to ST3, if ST3 is denied, in ST5 corresponding to the control function of the required torque reduction amount reduction section 112, it is determined whether or not the shift point of the stepped transmission 60 can be changed to the low vehicle speed side. When ST5 is affirmative, in ST6 corresponding to the control function of the required torque reduction amount reduction section 112, the shift point of the stepped transmission 60 is changed to the low vehicle speed side. As a result, the shift-time request torque reduction amount ΔT is reduced, and the need for torque down control in shifting of the stepped transmission 60 is reduced. Further, by reducing the gear shift request torque reduction amount ΔT, the gear shift request torque reduction amount ΔT can be ensured by reducing the input torque Tin due to the power generation of the second rotary machine MG2. Therefore, the shift shock that occurs when the stepped transmission 60 shifts is suppressed.

Returning to ST5, if ST5 is denied, in ST7 corresponding to the control function of the required torque reduction amount reduction section 112, the supercharging pressure Pchg by the supercharger 18 is reduced. As a result, the engine torque Te of the engine 12 is reduced, and the shift-time request torque reduction amount ΔT is reduced. Further, by reducing the gear shift request torque reduction amount ΔT, the gear shift request torque reduction amount ΔT can be ensured by reducing the input torque Tin due to the power generation of the second rotary machine MG2.

FIG. 12 is a time chart for explaining one aspect of the operation result when gear shifting of stepped transmission 60 is predicted during running. The time chart of FIG. 12 shows, as an example, an upshift from AT 2nd gear to AT 3rd gear, and the state of charge value SOC exceeds the predetermined value SOC1 at the time when the upshift is predicted. ing.

At time t1 shown in FIG. 12, when stepped transmission 60 is predicted to shift up, state of charge value SOC is higher than predetermined value SOC1, so it is determined that discharge control needs to be executed. Further, it is determined whether or not the possible reduction amount ΔSOCpos of the state of charge value SOC of the battery 54 that can be reduced by the discharge control satisfies the required reduction amount ΔSOCdem. In FIG. 12, it is assumed that the possible reduction amount ΔSOCpos of the state of charge value SOC satisfies the required reduction amount ΔSOCdem at time t1.

At time t2, discharge control is started. As shown in FIG. 12, between time t2 and time t3, the MG2 torque Tm of the second rotary machine MG2 gradually increases toward the target value. Also, the engine torque Te gradually decreases so as to offset the increase in the MG2 torque Tm of the second rotary machine MG2. Furthermore, the MG1 torque Tg (regenerative torque) of the first rotary machine MG1 is gradually increased toward zero so that the engine rotation speed Ne of the engine 12 and the MG1 rotation speed Ng of the first rotary machine MG1 do not change. By executing the discharge control described above, the amount of discharge from the battery 54 increases, and the state of charge value SOC gradually decreases.

When the MG2 torque Tm of the second rotary machine MG2 reaches the target value at time t3, the MG2 torque Tm of the second rotary machine MG2 is maintained in an increased state from time t3 to time t4. Similarly, the engine torque Te of the engine 12 and the MG1 torque Tg of the first rotary machine MG1 are also maintained at constant values. Since the MG2 torque Tm of the second rotary machine MG2 is still increased in this state, the state of charge value SOC continues to decrease. When the execution of the shift is approaching at time t4, the MG2 torque Tm of the second rotary machine MG2, the engine torque Te of the engine 12, and the MG1 torque of the first rotary machine MG1 are generated from time t4 to time t5 in order to end the discharge control. Tg is controlled to return to the state before discharge control. At time t5, the discharge control is completed, and the state-of-charge value SOC of the battery 54 is reduced to a value that can reduce the required torque reduction amount ΔT during shifting by reducing the input torque Tin due to the power generation of the second rotary machine MG2. be done.

At time t6, when it is determined that the stepped transmission 60 should be upshifted, the hydraulic pressure Pb1 of the brake B1, which is the disengagement side engagement device, is gradually reduced at a preset gradient. Further, when a predetermined period of time has elapsed from time t6, the hydraulic pressure Pc2 of the clutch C2, which is the engaging device on the engaging side, is gradually increased at a preset gradient. Then, at time t7, when the inertia phase of the stepped transmission 60 is started, the torque down control is started by reducing the input torque Tin by generating the MG2 torque Tm of the second rotary machine MG2. At this time, electric power is generated in the second rotary machine MG2, and the generated electric power is stored in the battery 54, thereby increasing the state of charge value SOC. Here, since the state of charge value SOC is reduced in advance to a value that can ensure the required torque reduction amount ΔT during shifting due to the reduction of the input torque Tin due to the power generation of the second rotary machine MG2, the power generation of the second rotary machine MG2 Torque down control can ensure the required torque reduction amount ΔT during shifting. Therefore, shift shock that occurs during torque down control is suppressed.

As described above, according to the present embodiment, when it is predicted that the stepped transmission 60 will shift, the discharge control of the battery 54 is performed when the state of charge value SOC of the battery 54 is higher than the predetermined value SOC1. Therefore, the state-of-charge value SOC of the battery 54 is lowered in advance at the start of gear shifting. Therefore, the state-of-charge value SOC of the battery 54 is high at the start of gear shifting, and the charging of the battery 54 is limited during gear shifting, so that the input torque Tin can be sufficiently reduced by generating the second rotary machine MG2. You can prevent it from becoming impossible.

Further, according to the present embodiment, since the power consumed by the second rotary machine MG2 increases by increasing the MG2 torque Tm of the second rotary machine MG2, the amount of discharge from the battery 54 increases. state of charge value SOC can be reduced. Further, since the engine torque Te of the engine 12 is reduced so as to suppress the increase in the input torque Tin due to the increase in the MG2 torque Tm of the second rotary machine MG2, fluctuations in the drive torque transmitted to the drive wheels 14 are suppressed. be able to. Further, since the discharge control is performed so that the state of charge value SOC of the battery 54 becomes equal to or lower than the upper limit value at which the shift-time request torque reduction amount ΔT can be obtained by the power generation of the second rotary machine MG2, the stepped transmission 60 , it is possible to reliably obtain the required torque reduction amount ΔT during gear shifting by reducing the input torque Tin due to the power generation of the second rotary machine MG2. Further, when the possible reduction amount ΔSOCpos of the state of charge value SOC of the battery 54 that can be reduced by the discharge control is less than the requested reduction amount ΔSOCdem, the shift point of the stepped transmission 60 is changed to the low vehicle speed side, and reduction of the supercharging pressure Pchg by the supercharger 18, it is possible to reduce the requested torque reduction amount ΔT at the time of shifting. Therefore, it is possible to reduce the shift shock when the state of charge value SOC of the battery 54 cannot be reduced to the required reduction amount ΔSOCdem by the discharge control.

Another embodiment of the present invention will now be described. In the following description, the same reference numerals are given to the parts that are common to the above-described embodiment, and the description thereof will be omitted.

In the above-described embodiment, as the torque down control performed during gear shifting of the stepped transmission 60, the input torque Tin is reduced by the power generation of the second rotary machine MG2. In the present embodiment, during shifting of the stepped transmission 60, in addition to reducing the input torque Tin by the power generation of the second rotary machine MG2, the ignition timing of the engine 12 is retarded to reduce the input torque Tin. are executed together. A control mode corresponding to this embodiment will be described below. Descriptions of the points that are the same as those of the first embodiment will be omitted.

FIG. 13 is a functional block diagram for explaining control functions of the electronic control unit 200 corresponding to this embodiment. The electronic control unit 200 functionally includes a shift control unit 102, a hybrid control unit 104, a prediction unit 108, a shift input torque reduction unit 206, a discharge control unit 208, and a shift required torque reduction amount reduction unit 210. there is Note that the transmission control unit 102, the hybrid control unit 104, and the prediction unit 108 have the same functions as those of the first embodiment described above, so description thereof will be omitted.

When the inertia phase of the stepped transmission 60 starts during upshifting of the stepped transmission 60, for example, the shift-time input torque reduction unit 206 reduces the input of the stepped transmission 60 by the power generation of the second rotary machine MG2. In addition to reducing the torque Tin, the ignition timing of the engine 12 is retarded to reduce the input torque Tin of the stepped transmission 60 . That is, in this embodiment, both the power generation of the second rotary machine MG2 and the retardation of the ignition timing are executed as the torque down control. The retardation of the ignition timing during the torque down control is performed within a range in which the increase in the supercharging pressure Pchg by the supercharger 18 does not pose a problem. In this way, the input torque Tin of the stepped transmission 60 is reduced even by the retardation of the ignition timing of the engine 12, so that the input torque Tin is reliably reduced by the gear shift request torque reduction amount ΔT during the torque down control. can be made

Discharge control unit 208 determines whether state of charge value SOC of battery 54 is higher than predetermined value SOC2 set in advance. The predetermined value SOC2 is obtained experimentally or by design in advance, and is based on the rotary machine required torque reduction amount ΔT1 of the input torque Tin required for the second rotary machine MG2 at the time of the predicted shift. The state of charge value SOC is set to the upper limit value of the range in which the required rotating machine torque reduction amount ΔT1 can be obtained by reducing the input torque Tin due to the power generation of the second rotating machine MG2.

In this embodiment, the torque down control is also performed by retarding the ignition timing. It suffices to secure the required torque reduction amount ΔT at the time of shifting by the reduction. That is, in the torque down control, the sum of the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2 and the retarded required torque reduction amount ΔT2 due to retardation of the ignition timing is the shift required torque reduction amount ΔT ( =ΔT1+ΔT2). Therefore, the larger the retarded required torque reduction amount ΔT2 that can be reduced by retarding the ignition timing, the smaller the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2.

Here, the retarded required torque reduction amount ΔT2 that can be reduced by retarding the ignition timing is determined based on the supercharging pressure Pchg and the like, as described later, and The amount ΔT1 is calculated by the difference (=ΔT−ΔT2) between the shift request torque reduction amount ΔT and the retardation request torque reduction amount ΔT2. A predetermined value SOC2 is determined based on the calculated rotary machine required torque reduction amount ΔT1. Further, the larger the retardation required torque reduction amount ΔT2, the smaller the rotary machine required torque reduction amount ΔT1, so that the predetermined value SOC2 becomes a larger value. In this manner, the predetermined value SOC2 is determined based on the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2, so the predetermined value SOC2 is higher than the predetermined value SOC1 of the first embodiment described above. value.

When the state of charge value SOC is greater than the predetermined value SOC2, the discharge control unit 208 reduces the input torque Tin by the power generation of the second rotary machine MG2 and the retardation of the ignition timing of the engine 12 to reduce the input torque Tin. It is determined that the torque reduction amount .DELTA.T required at the predicted shift is not obtained, and discharge control is performed.

In performing discharge control, the discharge control unit 208 determines whether the possible reduction amount ΔSOCpos of the state of charge value SOC of the battery 54 that can be reduced by the discharge control satisfies the requested reduction amount ΔSOCdem.

First, the discharge control unit 208 determines the state of charge of the battery 54 based on the shift-time request torque reduction amount ΔT, the retardation request torque reduction amount ΔT2 that can be reduced by retarding the ignition timing, and the state of charge value SOC of the battery 54. A required reduction amount ΔSOCdem of the value SOC is calculated. As shown in FIG. 10 of the first embodiment described above, the requested reduction amount ΔSOCdem of the state-of-charge value SOC increases as the shift-time requested torque reduction amount ΔT increases. FIG. 14 shows the relationship between the retarded torque reduction amount ΔT2 by retarding the ignition timing and the requested reduction amount ΔSOCdem of the state of charge value SOC. As shown in FIG. 14, the requested reduction amount ΔSOCdem of the state of charge value SOC decreases as the retarded torque reduction amount ΔT2 due to retardation of the ignition timing increases. This is because when the retarded required torque reduction amount ΔT2 increases due to retardation of the ignition timing, the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2 decreases. In this way, since the rotary machine required torque reduction amount ΔT1 is reduced by the retarded required torque reduction amount ΔT2 due to retarding the ignition timing, the required reduction amount ΔSOCdem is also reduced by the retarded required torque reduction amount ΔT2. become smaller.

Here, the retarded required torque reduction amount ΔT2 that can be reduced by retarding the ignition timing has a relationship (not shown) for determining the retarded required torque reduction amount ΔT2 composed of the supercharging pressure Pchg, the accelerator opening θacc, and the like. It is obtained by applying the actual supercharging pressure Pchg, accelerator opening θacc, etc. to the map. The relationship map is obtained in advance experimentally or by design, and is set, for example, such that the higher the supercharging pressure Pchg, the smaller the retard required torque reduction amount ΔT2.

The discharge control unit 208 determines the required reduction amount ΔSOCdem of the state of charge value SOC of the battery 54 based on the relationships shown in FIGS. 10 and 14 and in consideration of the state of charge value SOC of the battery 54 . Next, the discharge control unit 208 calculates the possible reduction amount ΔSOCpos of the state of charge value SOC that can be reduced by the discharge control based on the power that can be discharged by the discharge control and the time tb during which the discharge control can be executed. Calculation of the possible reduction amount ΔSOCpos is the same as in the first embodiment described above, so description thereof will be omitted.

When the calculated possible reduction amount ΔSOCpos is larger than the requested reduction amount ΔSOCdem of the state of charge value SOC, the discharge control unit 208 determines the possible reduction amount ΔSOCpos of the state of charge value SOC of the battery 54 that can be reduced by discharge control. satisfies the required reduction amount ΔSOCdem of the state of charge value SOC of the battery 54 . On the other hand, when the possible reduction amount ΔSOCpos is smaller than the requested reduction amount ΔSOCdem of the state of charge value SOC, the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by the discharge control is less than the requested reduction amount ΔSOCdem of the state of charge value SOC. determined to be unsatisfactory.

When the possible reduction amount ΔSOCpos of the state of charge value SOC that can be reduced by the discharge control satisfies the required reduction amount ΔSOCdem, the discharge control unit 208 controls the rotary machine request torque of the input torque Tin required at the time of shifting in the predicted shift. Based on the reduction amount ΔT1, discharge control is performed so as to reduce the state of charge value SOC of the battery 54 to an upper limit or less at which the rotary machine required torque reduction amount ΔT1 can be obtained by reducing the input torque Tin due to the power generation of the second rotary machine MG2. I do. It should be noted that the specific mode of discharge control is the same as that of the first embodiment described above, so the description thereof will be omitted.

Further, when the possible reduction amount ΔSOCpos of the battery 54 that can be reduced by the discharge control does not satisfy the requested reduction amount ΔSOCdem of the state of charge value SOC, a shift request torque reduction amount reduction unit 210 (hereinafter referred to as a request torque reduction amount reduction unit 210) performs one of changing the shift point of the stepped transmission 60 to the low vehicle speed side and reducing the supercharging pressure Pchg of the supercharger 18, thereby obtaining the input torque required at the time of shifting at the predicted shift. The required torque reduction amount ΔT during gear shifting of Tin is reduced.

The required torque reduction amount reduction unit 210 selectively changes the shift point of the stepped transmission 60 to the low vehicle speed side and reduces the supercharging pressure Pchg by the supercharger 18, thereby reducing the shift of the stepped transmission 60. When the point cannot be changed to the low vehicle speed side, the supercharging pressure Pchg by the supercharger 18 is reduced. The required torque reduction amount reduction unit 210 determines whether the shift point of the stepped transmission 60 can be changed to the low vehicle speed side in the same manner as in the first embodiment described above.

When it is determined that the shift point can be changed to the low vehicle speed side, the required torque reduction amount reduction unit 210 changes the shift point of the stepped transmission 60 to the low vehicle speed side by a preset movement amount Qtra. do. As a result, the required torque reduction amount .DELTA.T during gear shifting is reduced, thereby reducing the need for torque down control during gear shifting. Further, when the required rotating machine torque reduction amount ΔT1 can be secured by reducing the input torque Tin due to the power generation of the second rotary machine MG2 by decreasing the required torque reduction amount ΔT during gear shifting, torque down control is performed during gear shifting. By executing the reduction of the input torque Tin by the power generation of the second rotary machine MG2 and the reduction of the input torque Tin by retarding the ignition timing in , the shift shock can be suppressed.

Further, the required torque reduction amount reduction section 210 reduces the supercharging pressure Pchg by the supercharger 18 when the shift point of the stepped transmission 60 cannot be changed to the low vehicle speed side. The required torque reduction amount reduction unit 210 reduces the supercharging pressure Pchg by a predetermined reduction amount ΔPchg by controlling the waste gate valve 30 . As the supercharging pressure Pchg is reduced, the engine torque Te is reduced, and in association with this, the required torque reduction amount ΔT during gear shifting is also reduced. As a result, the need for torque down control during shifting is reduced. Further, when the required rotating machine torque reduction amount ΔT1 can be secured by reducing the input torque Tin due to the power generation of the second rotary machine MG2 by decreasing the required torque reduction amount ΔT during gear shifting, torque down control is performed during gear shifting. By executing the reduction of the input torque Tin by the power generation of the second rotary machine MG2 and the reduction of the input torque Tin by retarding the ignition timing in , the shift shock can be suppressed.

As described above, the torque reduction control during shifting of the stepped transmission 60 includes reduction of the input torque Tin by power generation of the second rotary machine MG2 and reduction of the input torque Tin by retarding the ignition timing of the engine 12. It does not matter if it is implemented. In this case, as shown in FIG. 14, the larger the retarded required torque reduction amount ΔT2 by retarding the ignition timing, the smaller the rotary machine required torque reduction amount ΔT1 required for the second rotary machine MG2. The required reduction amount ΔSOCdem of the state of charge value SOC can be made smaller than in the first embodiment. Therefore, in the discharge control, the possible reduction amount ΔSOCpos satisfies the required reduction amount ΔSOCdem is increased, and the discharge control can reduce the state of charge value SOC to a value at which the torque down control can be executed. As a result, when the stepped transmission 60 shifts gears, the gear shift shock can be suitably suppressed by the torque down control.

As described above, also in this embodiment, the same effect as in the first embodiment can be obtained. Further, the ignition timing of the engine 12 can be retarded within a range in which the increase in boost pressure Pchg does not pose a problem. Torque Tin can be reduced. Discharge control is performed when the required torque reduction amount ΔT during shifting cannot be obtained even by reducing the input torque Tin due to the power generation of the second rotary machine MG2 and reducing the input torque Tin due to retarding the ignition timing of the engine 12. Therefore, unnecessary charging control can be prevented.

In the first and second embodiments described above, when the possible reduction amount ΔSOCpos of the state of charge value SOC that can be reduced by the discharge control does not satisfy the requested reduction amount ΔSOCdem, the low vehicle speed at the shift point of the stepped transmission 60 The change to the side or the reduction of the supercharging pressure Pchg by the supercharger 18 is performed to reduce the required torque reduction amount ΔT during gear shifting, but the discharge control is not performed. In this embodiment, discharge control is performed in parallel with the above control. Differences from the first and second embodiments described above will be described below.

FIG. 15 is a functional block diagram for explaining control functions of the electronic control unit 300 corresponding to this embodiment. The electronic control unit 300 includes a shift control unit 102, a hybrid control unit 104, a shift input torque reduction unit 106, a prediction unit 108, a discharge control unit 302, and a shift required torque reduction amount reduction unit 304 (hereinafter referred to as a required torque reduction amount A reduction unit 304) is functionally provided. Note that the shift control unit 102, the hybrid control unit 104, the shift input torque reduction unit 106, and the prediction unit 108 have the same functions as those of the first embodiment described above, so description thereof will be omitted.

When it is determined that discharge control is necessary, discharge control unit 302 determines whether or not possible reduction amount ΔSOCpos of state of charge value SOC of battery 54 that can be reduced by discharge control satisfies requested reduction amount ΔSOCdem. When it is determined that the possible reduction amount ΔSOCpos of the state of charge value SOC satisfies the required reduction amount ΔSOCdem, the discharge control unit 302 performs discharge control in the same manner as in the first embodiment described above.

On the other hand, when the possible reduction amount ΔSOCpos of the state of charge value SOC does not satisfy the required reduction amount ΔSOCdem, the required torque reduction amount reduction unit 304 changes the shift point of the stepped transmission 60 to the low vehicle speed side and One of the reductions in the supercharging pressure Pchg by the feeder 18 is performed, and the required torque reduction amount ΔT during shifting of the input torque Tin required during shifting in the predicted shifting is reduced.

When the shift point of the stepped transmission 60 can be changed to the low vehicle speed side, the required torque reduction amount reduction unit 304 shifts the shift point of the stepped transmission 60 to a lower vehicle speed by a preset movement amount Qtra. change to the side. Here, the shift amount Qtra of the shift point of the stepped transmission 60 to the low vehicle speed side is changed according to the possible reduction amount ΔSOCpos of the state of charge value SOC. FIG. 16 shows the relationship between the possible reduction amount ΔSOCpos of the state of charge value SOC and the shift point shift amount Qtra. As shown in FIG. 16, the larger the possible reduction amount ΔSOCpos of the state of charge value SOC, the smaller the shift point movement amount Qtra. Requested torque reduction amount reduction section 304 determines shift point shift amount Qtra based on FIG. 16, and shifts shift point to the lower vehicle speed side by the shift amount Qtra. Specifically, when the possible reduction amount ΔSOCpos of the state of charge value SOC of the battery 54 does not satisfy the required reduction amount ΔSOCdem, the required torque reduction amount reduction unit 304 decreases the possible reduction amount ΔSOCpos, in other words, the required reduction amount ΔSOCpos. As the shortage of the possible reduction amount ΔSOCpos with respect to the reduction amount ΔSOCdem increases, the shift amount Qtra to the low vehicle speed side of the shift point is increased.

At this time, discharge control unit 302 executes discharge control in parallel with changing the shift point to the low vehicle speed side. Here, since the shift-time requested torque reduction amount ΔT is reduced by changing the shift point, the requested reduction amount ΔSOCdem of the state of charge value SOC is also reduced. In this regard, since the state of charge value SOC is reduced by the discharge control, the reduction amount ΔSOC of the state of charge value SOC by the discharge control can satisfy the requested reduction amount ΔSOCdem. At this time, torque down control by power generation of the second rotary machine MG2 becomes possible during shifting of the stepped transmission 60 . Note that the relationship in FIG. 16 is preferably set to a value such that the reduction amount ΔSOC of the state of charge value SOC by discharge control can satisfy the required reduction amount ΔSOCdem. As a result, torque down control can be executed during gear shifting of the stepped transmission 60, so gear shift shock can be suppressed.

Further, when the required torque reduction amount ΔT during shifting is reduced by reducing the supercharging pressure Pchg by the supercharger 18, the required torque reduction amount reduction unit 304 reduces the supercharging pressure by a predetermined reduction amount ΔPchg. The reduction amount ΔPchg of the supercharging pressure Pchg is changed according to the possible reduction amount ΔSOCpos of the state of charge value SOC. FIG. 17 shows the relationship between the possible reduction amount ΔSOCpos of the state of charge value SOC and the reduction amount ΔPchg of the supercharging pressure Pchg. As shown in FIG. 17, the larger the possible reduction amount ΔSOCpos of the state of charge value SOC, the smaller the reduction amount ΔPchg of the supercharging pressure Pchg. Requested torque reduction amount reduction unit 304 determines a reduction amount ΔPchg of supercharging pressure Pchg based on FIG. 17, and reduces supercharging pressure Pchg by the reduction amount ΔPchg. Specifically, when the possible reduction amount ΔSOCpos of the state of charge value SOC of the battery 54 does not satisfy the required reduction amount ΔSOCdem, the required torque reduction amount reduction unit 304 decreases the possible reduction amount ΔSOCpos, in other words, the required reduction amount ΔSOCpos. The greater the shortage of the possible reduction amount ΔSOCpos with respect to the reduction amount ΔSOCdem, the more the supercharging pressure Pchg by the supercharger 18 is reduced.

At this time, the discharge control unit 302 executes discharge control in parallel with the reduction of the supercharging pressure Pchg. Here, since the shift-time required torque reduction amount ΔT is reduced by reducing the supercharging pressure Pchg, the requested reduction amount ΔSOCdem of the state of charge value SOC is also reduced. In this regard, since the state of charge value SOC is reduced by the discharge control, the reduction amount ΔSOC of the state of charge value SOC by the discharge control can satisfy the requested reduction amount ΔSOCdem. At this time, torque down control by power generation of the second rotary machine MG2 becomes possible during shifting of the stepped transmission 60 . The relationship in FIG. 17 is preferably set to a value such that the reduction amount ΔSOC of the state of charge value SOC by discharge control can satisfy the required reduction amount ΔSOCdem. As a result, torque down control can be executed during gear shifting of the stepped transmission 60, so gear shift shock can be suppressed.

As described above, the discharge control is executed in parallel with the reduction of the shift-time demand torque reduction amount ΔT by the demand torque reduction amount reduction unit 304, so that the torque reduction control can be executed during the shift of the stepped transmission 60. can be As a result, gear shift shock can be suppressed by executing torque down control during gear shifting of the stepped transmission 60 .

As described above, also in this embodiment, the same effect as in the first embodiment can be obtained. Further, the greater the shortage of the possible reduction amount ΔSOCpos with respect to the required reduction amount ΔSOCdem, the more the boost pressure Pchg by the supercharger 18 is reduced. The amount ΔT can be reduced to a suitable value (for example, a value that enables torque down control by power generation of the second rotary machine MG2).

Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention is also applicable to other aspects.

For example, in each of the first to third embodiments described above, the possible reduction amount ΔSOCpos of the state-of-charge value SOC of the battery 54 that can be reduced by the discharge control when the shift of the stepped transmission 60 is predicted is the requested reduction amount. When .DELTA.SOCdem is not satisfied, one of changing the shift point of the stepped transmission 60 to the low vehicle speed side and reducing the supercharging pressure Pchg by the supercharger 18 is selectively performed. and reducing the supercharging pressure Pchg. Further, in each of the first to third embodiments described above, the shift point of the stepped transmission 60 is changed to the low vehicle speed side, and the supercharging pressure Pchg by the supercharger 18 is selectively reduced. However, one of these may be uniformly performed.

Further, in the above-described embodiment, torque down control during upshifting of the stepped transmission 60 has been described, but the present invention is not limited to upshifting of the stepped transmission 60 . That is, the present invention may be applied to downshifting of the stepped transmission 60 as well. In the downshift of the stepped transmission 60, torque down control is executed at the end of the inertia phase. Discharge control is performed in advance so that torque down control can be performed at the end of the inertia phase.

Further, in the third embodiment described above, the input torque Tin is reduced by the power generation of the second rotary machine MG2 as the torque down control. Torque down control may be executed by retarding the ignition timing of the engine 12 .

Moreover, in the above-described embodiment, the engine 12 is configured to have the supercharger 18, but the structure of the engine is not necessarily limited to this. For example, an engine 400 as shown in FIG. 18 may be used. In an engine 400 shown in FIG. 18, an electric supercharger 404 is added upstream of a compressor 18c that constitutes an exhaust turbine type supercharger 18 with respect to the engine 12 described above. The electric supercharger 404 has an electric compressor 404c provided in the intake pipe 20 upstream of the compressor 18c and an electric motor 404m connected to the electric compressor 404c, and performs electric supercharging. The electric compressor 404c compresses the intake air to the engine 400 by being rotationally driven by the electric motor 404m. The electric motor 404m is driven by a command signal from an electronic control device (not shown) so as to compensate for a response delay in supercharging by the supercharger 18, for example. In addition, an intake bypass 406 is provided in parallel to connect the upstream side and the downstream side of the electric compressor 404c of the intake pipe 20 . The intake bypass 406 is provided with an air bypass valve 408 that opens and closes a passage in the intake bypass 406 . The opening and closing of the air bypass valve 408 is controlled by operating an actuator (not shown) by an electronic control device (not shown). The air bypass valve 408 is opened, for example, when the electric supercharger 404 is not in operation so that the electric supercharger 404 is less likely to act as passage resistance. The present invention can also be applied to an engine 400 having an electric supercharger 404 in addition to the supercharger 18 as described above. It should be noted that the specific control mode is basically the same as that of the above-described embodiment, so the description thereof will be omitted.

Further, in the above-described embodiment, the stepped transmission 60 was exemplified as an automatic transmission provided in the power transmission path between the engine 12 and the drive wheels 14, but the present invention is not necessarily limited to this aspect. The connection configuration of the rotating elements of the planetary gear device that constitutes the automatic transmission and the arrangement of the engagement device are merely examples, and any configuration capable of stepwise speed change can be applied as appropriate. Examples of the automatic transmission include a synchronous mesh parallel twin shaft automatic transmission and a known DCT (Dual Clutch Transmission) which is a synchronous mesh parallel twin shaft automatic transmission having two input shafts. It may be a stepped transmission.

Further, in the above-described embodiment, the one-way clutch F0 was exemplified as a lock mechanism capable of fixing the carrier CA0 so that it cannot rotate, but the present invention is not limited to this aspect. This lock mechanism selectively connects the connecting shaft 68 and the case 56, for example, a mesh type clutch, a hydraulic friction engagement device such as a clutch or a brake, a dry engagement device, an electromagnetic friction engagement device, a magnetic powder It may be an engaging device such as a type clutch. Alternatively, the vehicle 10 does not necessarily have to include the one-way clutch F0.

Also, in the above-described embodiment, the continuously variable transmission 58 may be a transmission mechanism whose differential action can be limited by controlling a clutch or brake connected to the rotating elements of the differential mechanism 72 . Alternatively, the differential mechanism 72 may be a double pinion type planetary gear device. Alternatively, the differential mechanism 72 may be a differential mechanism having four or more rotary elements by connecting a plurality of planetary gear devices to each other. Further, the differential mechanism 72 may be a differential gear device in which the first rotary machine MG1 and the intermediate transmission member 70 are respectively connected to a pinion that is rotationally driven by the engine 12 and a pair of bevel gears meshing with the pinion. good. Further, the differential mechanism 72 has a configuration in which two or more planetary gear devices are interconnected by some of the rotating elements that constitute them, and the rotating elements of these planetary gear devices are respectively connected to an engine, a rotating machine, and a driving wheel. may be a mechanism to which is connected so as to be able to transmit power.

It should be noted that what has been described above is just one embodiment, and the present invention can be implemented in aspects with various modifications and improvements based on the knowledge of those skilled in the art.

10: Vehicle (hybrid vehicle)
12, 400: Engine 14: Drive wheel 18: Supercharger 54: Battery (power storage device)
60: Stepped transmission (automatic transmission)
100, 200, 300: Electronic control device (control device)
106, 206: shift input torque reduction section 108: prediction section 110, 208, 302: discharge control section 112, 210, 304: shift request torque reduction amount reduction section MG2: second rotating machine (rotating machine)

Claims (8)

An engine having a supercharger and a rotating machine, and a power storage device for supplying and receiving electric power to and from the rotating machine, and using the power output from the engine and the rotating machine as a power source for running, A control device for a hybrid vehicle having an automatic transmission in a power transmission path between the engine and the rotating machine and driving wheels,
a gear shift input torque reduction unit that reduces input torque input to the automatic transmission by generating electric power from the rotating machine when the automatic transmission shifts gears;
a prediction unit that predicts occurrence of shift of the automatic transmission;
a discharge control unit that performs discharge control of the power storage device when a state of charge value of the power storage device is higher than a predetermined value when occurrence of shift of the automatic transmission is predicted;
When the shift of the automatic transmission is predicted, if the possible reduction amount of the state of charge value of the power storage device that can be reduced by the discharge control does not satisfy the requested reduction amount, the shift of the automatic transmission is performed. At least one of changing the point to the low vehicle speed side and reducing the supercharging pressure by the supercharger is performed to reduce the requested torque reduction amount during shifting of the input torque requested during shifting in the predicted shifting. a speed change request torque reduction amount reduction unit;
A control device for a hybrid vehicle, comprising: In the discharge control, the discharge control unit increases the torque of the rotating machine and suppresses an increase in the input torque due to the increase in the torque of the rotating machine, through control of the throttle valve opening of the engine. 2. The hybrid vehicle control device according to claim 1, wherein the torque of the engine is reduced. The shift-time input torque reduction unit reduces the input torque by retarding the ignition timing of the engine in addition to reducing the input torque by the power generation of the rotating machine during the shift of the automatic transmission. 3. A control device for a hybrid vehicle according to claim 1 or 2. The discharge control unit reduces the input torque required at the time of shifting in the predicted shift by reducing the input torque due to power generation of the rotating machine and reducing the input torque due to retardation of the ignition timing of the engine. 4. The hybrid vehicle control device according to claim 3, wherein the discharge control is performed when the required torque reduction amount during shifting is obtained . The discharge control unit adjusts the state of charge value of the power storage device by reducing the input torque generated by the rotating machine based on the amount of torque reduction required during gear shifting of the predicted input torque required during gear shifting. The hybrid vehicle control device according to any one of claims 1 to 4, wherein the discharge control is performed so as to reduce the required torque reduction amount during gear shifting to an upper limit value or less. The discharge control unit adjusts the state-of-charge value of the power storage device to the above-described power storage device based on the amount of reduction in the input torque required of the rotary machine during the predicted gear shift. 5. The control device for a hybrid vehicle according to claim 3 or 4, wherein the discharge control is performed so as to reduce the required rotating machine torque reduction amount to an upper limit value or less by reducing the input torque. The shift-time required torque reduction amount reduction unit selectively changes the shift point of the automatic transmission to a lower vehicle speed side and reduces the supercharging pressure by the supercharger, thereby reducing the shift point of the automatic transmission. 7. The control device for a hybrid vehicle according to any one of claims 1 to 6, wherein the supercharging pressure by the supercharger is reduced when the change to the low vehicle speed side is not possible. When the possible reduction amount of the state-of-charge value of the power storage device does not satisfy the required reduction amount, the shift-time required torque reduction amount reduction unit increases the amount of reduction in the possible reduction amount with respect to the required reduction amount. 7. The hybrid vehicle control device according to any one of claims 1 to 6, wherein the supercharging pressure by the supercharger is greatly reduced.

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