JP5434066B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle in which an automatic transmission is mounted at a downstream position of a drive source having an engine and a motor generator.

A conventional hybrid vehicle includes a motor generator as a drive source and an automatic transmission that achieves a predetermined shift speed by engagement of a friction engagement element. Then, at the time of shifting, set the target input speed characteristics during shifting of the automatic transmission, and rotate the motor generator so that the actual input speed of the automatic transmission traces the set target input speed characteristics. The number was feedback controlled. Thus, the shift shock is eliminated by accurately controlling the input rotation speed of the automatic transmission by the motor generator (see, for example, Patent Document 1).
JP-A-10-257610

  However, in the conventional hybrid vehicle control device, when the operation range in which the motor generator can operate is limited due to the influence of the battery charging state, the operation range of the motor generator is limited during feedback control, There was a problem that the target input speed characteristics could not be followed.

  The present invention has been made paying attention to the above problem, and feedback control that accurately follows the target input rotational speed characteristics even when the motor operating range is limited when shifting by an automatic transmission. It is an object of the present invention to provide a hybrid vehicle control device that can achieve shift control with suppressed shift shock by ensuring the above.

In order to achieve the above object, the hybrid vehicle control apparatus of the present invention is equipped with an automatic transmission that achieves a plurality of shift speeds by changing friction engagement elements at a downstream position of a drive source having an engine and a motor generator, A transmission input rotation speed control means for feedback-controlling the rotation speed of the motor generator is provided so that the actual input rotation speed follows a set target input rotation speed characteristic during a shift by the automatic transmission.
In this hybrid vehicle control device, the transmission input rotation speed control means is configured to limit the power generation limit or regeneration of the motor generator when the assist state of the motor generator is power running or regeneration during feedback control of the transmission input rotation speed. Starts limiting, limits the assist torque by the motor generator, limits the torque control, expands the motor operating range that is the rotational speed control range by the motor generator, and feeds back the input rotational speed of the automatic transmission While starting the control, the limited assist torque is supplemented by the engine torque from the engine.

Therefore, in the control apparatus for a hybrid vehicle of the present invention, when the feedback control of the transmission input speed, the transmission input speed control means, when the assist condition of the motor generator in the powering or regenerative, motor generator Power running restriction or regenerative restriction is started, assist torque by the motor generator is restricted, and the limited assist torque is compensated by engine torque from the engine.
That is, by limiting the assist torque by the motor generator, in other words, by limiting the torque control, the motor operating range that is the rotational speed control range by the motor generator is expanded. Then, the input torque to the automatic transmission is kept constant by supplementing the limited assist torque with the engine torque. Therefore, even if there is an influence of the battery charge state or the like, feedback control that follows the target input rotational speed characteristic in which the actual input rotational speed is set is ensured without limiting the operating range of the motor generator. In addition, during the input rotation control by the motor generator, the deviation of the actual torque with respect to the friction engagement element and the engine torque command value deteriorates the followability of the target input rotation speed characteristic. Is absorbed by feedback control.
As a result, even if there is an effect that the motor operating range is limited when shifting by an automatic transmission, by ensuring feedback control that accurately follows the target input rotational speed characteristics, shifting that suppresses shift shock Control can be achieved.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing an FR hybrid vehicle (an example of a hybrid vehicle) by rear wheel drive to which the hybrid vehicle control device of the first embodiment is applied.

  As shown in FIG. 1, the drive system of the FR hybrid vehicle in the first embodiment includes an engine Eng, a flywheel FW, a first clutch CL1, a motor generator MG, a second clutch CL2, and an automatic transmission AT. , A propeller shaft PS, a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL, and a right rear wheel RR. Note that FL is the left front wheel and FR is the right front wheel.

  The engine Eng is a gasoline engine or a diesel engine, and engine start control, engine stop control, and throttle valve opening control are performed based on an engine control command from the engine controller 1. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine Eng and the motor generator MG, and is generated by the first clutch hydraulic unit 6 based on a first clutch control command from the first clutch controller 5. The first clutch control hydraulic pressure controls engagement / release including the half-clutch state.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase AC generated by an inverter 3 is applied based on a control command from the motor controller 2. It is controlled by doing. The motor generator MG can operate as an electric motor that is driven to rotate by receiving electric power supplied from the battery 4 (hereinafter, this state is referred to as “powering”), and the rotor receives rotational energy from the engine Eng and driving wheels. , The battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of this motor generator MG is connected to the transmission input shaft of the automatic transmission AT via a damper.

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR. The second clutch CL2 is operated by the second clutch hydraulic unit 8 based on a second clutch control command from the AT controller 7. The generated and controlled hydraulic pressure controls the fastening and opening including slip fastening and slip opening. The first clutch hydraulic unit 6 and the second clutch hydraulic unit 8 are built in an AT hydraulic control valve unit CVU attached to the automatic transmission AT.

  The automatic transmission AT is, for example, a stepped transmission that automatically switches stepped speeds such as forward 7 speed / reverse speed 1 according to vehicle speed, accelerator opening, etc., and the second clutch CL2 However, it is not newly added as a dedicated clutch, but the most suitable clutch or brake arranged in the torque transmission path is selected from a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission AT. . The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

  As the first clutch CL1, for example, a dry single-plate clutch whose engagement / release is controlled by a hydraulic actuator 14 having a piston 14a is used. As the second clutch CL2, for example, a wet multi-plate clutch or a wet multi-plate brake capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid is used. The hybrid drive system has two modes, an electric vehicle travel mode (hereinafter referred to as “EV mode”) and a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), depending on the engaged / released state of the first clutch CL1. Has two driving modes. The “EV mode” is a mode in which the first clutch CL1 is released and the vehicle runs only with the power of the motor generator MG. The “HEV mode” is a mode in which the first clutch CL1 is engaged and the vehicle travels in any of the engine travel mode, the motor assist travel mode, and the travel power generation mode.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the FR hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. And an AT controller 7, a second clutch hydraulic unit 8, a brake controller 9, and an integrated controller 10. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can mutually exchange information. ing.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, a target engine torque command from the integrated controller 10, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine Eng.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, the target MG torque command and the target MG rotational speed command from the integrated controller 10, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of motor generator MG is output to inverter 3. The motor controller 2 monitors the battery SOC representing the charge capacity of the battery 4, and this battery SOC information is used for control information of the motor generator MG and is also integrated via the CAN communication line 11. Supplied to.

  The first clutch controller 5 inputs sensor information from the first clutch stroke sensor 15 that detects the stroke position of the piston 14a of the hydraulic actuator 14, a target CL1 torque command from the integrated controller 10, and other necessary information. . Then, a command for controlling engagement / disengagement of the first clutch CL1 is output to the first clutch hydraulic unit 6 in the AT hydraulic control valve unit CVU.

  The AT controller 7 inputs information from an accelerator opening sensor 16, a vehicle speed sensor 17, and other sensors 18 (transmission input rotation speed sensor, inhibitor switch, etc.). Then, when driving with the D range selected, a control command for obtaining the searched gear position is searched for the optimum gear position based on the position where the operating point determined by the accelerator opening APO and the vehicle speed VSP exists on the shift map. Output to AT hydraulic control valve unit CVU. The shift map is a map in which an upshift line and a downshift line are written according to the accelerator opening and the vehicle speed. In addition to the above automatic shift control, when a target CL2 torque command is input from the integrated controller 10, a command for controlling engagement / release of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve unit CVU. The second clutch control is performed.

  The brake controller 9 inputs a wheel speed sensor 19 for detecting the wheel speeds of the four wheels, sensor information from the brake stroke sensor 20, a regenerative cooperative control command from the integrated controller 10, and other necessary information. And, for example, at the time of brake depression, if the regenerative braking force is insufficient with respect to the required braking force required from the brake stroke BS, the shortage is compensated with mechanical braking force (hydraulic braking force or motor braking force) Regenerative cooperative brake control is performed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The motor rotation speed sensor 21 and other sensors and switches 22 for detecting the motor rotation speed Nm. Necessary information and information via the CAN communication line 11 are input. The target engine torque command to the engine controller 1, the target MG torque command and the target MG speed command to the motor controller 2, the target CL1 torque command to the first clutch controller 5, the target CL2 torque command to the AT controller 7, and the brake controller 9 Regenerative cooperative control command is output.

  FIG. 2 is a control block diagram illustrating calculation processing executed by the integrated controller 10 of the FR hybrid vehicle to which the hybrid vehicle control device of the first embodiment is applied. FIG. 3 is a diagram showing an EV-HEV selection map used when mode selection processing is performed by the integrated controller 10 of the FR hybrid vehicle. Hereinafter, based on FIG.2 and FIG.3, the arithmetic processing performed in the integrated controller 10 of Example 1 is demonstrated.

  As shown in FIG. 2, the integrated controller 10 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400.

  The target driving force calculation unit 100 calculates a target driving force tFoO from the accelerator opening APO and the vehicle speed VSP using the target driving force map.

  The mode selection unit 200 uses the EV-HEV selection map shown in FIG. 3 to select “EV mode” or “HEV mode” as the target travel mode from the accelerator opening APO and the vehicle speed VSP. However, if the battery SOC is equal to or lower than the predetermined value, the “HEV mode” is forcibly set as the target travel mode.

  The target charge / discharge calculation unit 300 calculates a target charge / discharge power tP from the battery SOC using a target charge / discharge amount map.

  In the operating point command unit 400, based on input information such as the accelerator opening APO, the target driving force tFoO, the target travel mode, the vehicle speed VSP, the target charge / discharge power tP, etc., the target engine torque is set as the operating point reaching target. And target MG torque, target MG rotation speed, target CL1 torque, and target CL2 torque. Then, the target engine torque command, the target MG torque command, the target MG rotational speed command, the target CL1 torque command, and the target CL2 torque command are output to the controllers 1, 2, 5, and 7 via the CAN communication line 11.

  FIG. 4 is a skeleton diagram illustrating an example of an automatic transmission AT mounted on an FR hybrid vehicle to which the hybrid vehicle control device of the first embodiment is applied.

  The automatic transmission AT is a stepped automatic transmission with 7 forward speeds and 1 reverse speed, and driving force from at least one of the engine Eg and the motor generator MG is input from the transmission input shaft Input, The rotational speed is changed by the planetary gear and the seven frictional engagement elements, and is output from the transmission output shaft Output. Next, a transmission gear mechanism (transmission mechanism) between the transmission input shaft Input and the transmission output shaft Output will be described.

  The first planetary gear set GS1, the third planetary gear G3, and the fourth planetary gear G4 by the first planetary gear G1 and the second planetary gear G2 are sequentially arranged on the shaft from the transmission input shaft Input side to the transmission output shaft Output side. The second planetary gear set GS2 by is arranged. Further, a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4 are arranged as friction engagement elements. Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged.

  The first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both gears S1, R1. .

  The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 meshing with both gears S2 and R2. .

  The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both gears S3 and R3. .

  The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 meshing with both the gears S4 and R4. .

  The transmission input shaft Input is connected to the second ring gear R2 and inputs rotational driving force from a driving source for driving (engine Eg and motor generator MG). The transmission output shaft Output is connected to the third carrier PC3 and transmits the output rotational driving force to the driving wheels (left and right rear wheels RL, RR) via a final gear or the like.

  The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by a first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

  The first planetary gear set GS1 includes four rotating elements by connecting the first planetary gear G1 and the second planetary gear G2 with the first connecting member M1 and the third connecting member M3. Is done. Further, the second planetary gear set GS2 is configured to have five rotating elements by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2.

  In the first planetary gear set GS1, torque is input to the second ring gear R2 from the transmission input shaft Input, and the input torque is output to the second planetary gear set GS2 via the first connecting member M1. In the second planetary gear set GS2, torque is directly input to the second connecting member M2 from the transmission input shaft Input, and is also input to the fourth ring gear R4 via the first connecting member M1. Is output from the third carrier PC3 to the transmission output shaft Output.

  The first clutch C1 (input clutch I / C) is a clutch that selectively connects and disconnects the transmission input shaft Input and the second connecting member M2. The second clutch C2 (direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The third clutch C3 (H & LR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.

  The second one-way clutch F2 is disposed between the third sun gear S3 and the fourth sun gear S4. As a result, when the third clutch C3 is released and the rotational speed of the fourth sun gear S4 is higher than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotational speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The first brake B1 (front brake Fr / B) is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case. The first one-way clutch F1 is disposed in parallel with the first brake B1. The second brake B2 (low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case. The third brake B3 (2346 brake 2346 / B) is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case. The fourth brake B4 (reverse brake R / B) is a brake that selectively stops the rotation of the fourth carrier PC3 with respect to the transmission case Case.

  FIG. 5 is a fastening operation table showing a fastening state of each frictional engagement element for each shift stage in the automatic transmission AT mounted in the FR hybrid vehicle to which the hybrid vehicle control device of the first embodiment is applied. In FIG. 2, ◯ indicates that the friction engagement element is in an engaged state, (◯) indicates that the friction engagement element is in an engagement state at least when the engine brake is operated, and no mark indicates the friction engagement. Indicates that the element is open.

  Of each frictional engagement element provided in the transmission gear mechanism configured as described above, one of the frictional engagement elements that have been engaged is released, and one of the frictional engagement elements that have been released is engaged. By doing so, it is possible to realize a first reverse speed with seven forward speeds as described below.

  That is, in the “first speed”, only the second brake B2 is engaged, and thereby the first one-way clutch F1 and the second one-way clutch F2 are engaged. In “second speed”, the second brake B2 and the third brake B3 are engaged, and the second one-way clutch F2 is engaged. In “third speed”, the second brake B2, the third brake B3, and the second clutch C2 are engaged, and the first one-way clutch F1 and the second one-way clutch F2 are not engaged. In “fourth speed”, the third brake B3, the second clutch C2, and the third clutch C3 are engaged. In "5th gear", the first clutch C1, the second clutch C2, and the third clutch C3 are engaged. In “6th speed”, the third brake B3, the first clutch C1, and the third clutch C3 are engaged. In “7th speed”, the first brake B1, the first clutch C1, and the third clutch C3 are engaged, and the first one-way clutch F1 is engaged. In “reverse speed”, the fourth brake B4, the first brake B1, and the third clutch C3 are engaged.

  Here, as the second clutch CL2 shown in FIG. 1, a friction engagement element that is engaged at each shift speed can be selected. For example, the second brake B2, “1st speed to 3rd speed”, “ The second clutch C2 is used at the "4th speed", the third clutch C3 is used at the "5th speed", and the first clutch C1 is used at the "6th and 7th speed".

  FIG. 6 is a flowchart showing the flow of transmission input rotation speed control processing executed by the integrated controller 10 of the first embodiment (transmission input rotation speed control means). Hereinafter, each step shown in FIG. 6 will be described. This control process is executed in the “HEV mode” in which the first clutch CL1 is engaged.

In step S101, it is determined whether or not a shift command is output. If YES (shift command output is present), the process proceeds to step S102. If NO (shift command output is not present), the determination in step S101 is repeated.
Here, the shift command is output when the driving point on the shift map determined by the accelerator opening APO and the vehicle speed VSP crosses the upshift line when the D range is selected, and the downshift command is output. When the shift line is crossed, a downshift command is output.

In step S102, following the determination that there is a shift command output in step S101, hydraulic control to the engagement side frictional engagement element and the release side frictional engagement element proceeds, and the transmission input rotational speed changes after the torque phase. It is determined whether an inertia phase (= gear ratio is changed) has been started. If YES (immediately after the start of the inertia phase), the process proceeds to step S103. If NO (before the inertia phase is started), the determination is made in step S102. repeat.
Here, the inertia phase start determination is made, for example, by monitoring the progress of the shift based on the actual gear ratio change and detecting that the actual gear ratio has changed slightly from the pre-shift gear ratio to the post-shift gear ratio. Judgment. The actual gear ratio is obtained by calculation from the transmission input rotation speed and the transmission output rotation speed.

  In step S103, following the determination that the inertia phase has just started in step S102, the motor generator MG determines whether it is powering (motor torque is positive) or regenerative (motor torque is negative). In the case of, the process proceeds to step S104, and in the case of regeneration, the process proceeds to step S111.

In step S104, following the determination that the motor generator MG is in power running in step S103, the power running limitation of the motor generator MG is started, and the input rotation speed feedback control of the automatic transmission AT is started, and the process proceeds to step S105. .
Here, the power running limitation of motor generator MG is performed by torque reduction that makes positive motor torque zero. Further, the input rotational speed feedback control is performed by causing the actual input rotational speed (= motor rotational speed) to follow the target input rotational speed characteristic set according to the type of shift, the shift state, and the like.

In step S105, following the start of the power running limit of the motor generator MG and the input rotational speed FB control in step S104, the shift acceleration amount for increasing the shift speed and the limit compensation amount that compensates for the decrease in motor torque due to the power running limit are considered. The engine Eng torque change control is started, and the process proceeds to step S105.
In the case of upshifting, this engine Eng torque change control is performed by subtracting the limited compensation torque from the torque cut torque and subtracting the changed torque from the normal engine torque command. In the case of a downshift, the torque is increased by adding a limited compensation torque to the torque increase torque, and the change torque is added to the normal engine torque command.

In step S106, following the start of torque change control of the engine Eng in step S105, it is determined whether or not the actual gear ratio GR has reached the first set gear ratio GR1, and if YES (GR has reached GR1) Proceeding to step S106, if NO (GR has not reached GR1), the determination at step S106 is repeated.
Here, the first set gear ratio GR1 is set as a threshold value indicating that the progress state of the shift by the upshift or the downshift has passed the first half region of the shift.

  In step S107, following the determination that GR has reached GR1 in step S106, in the torque change control of the engine Eng, the torque for the shift acceleration that speeds up the shift speed is returned while the limit compensation amount remains, and step Proceed to S108.

In step S108, it is determined whether or not the actual gear ratio GR has reached the second set gear ratio GR2 following the torque recovery for the shift acceleration in step S107. If YES (GR has reached GR2), the step is performed. Proceeding to S109, if NO (GR has not reached GR2), the determination at step S108 is repeated.
Here, the second set gear ratio GR2 is set as a threshold value indicating that the progress state of the shift by the upshift or the downshift has passed the shift end region.

  In step S109, following the determination that GR has reached GR2 in step S108, the power running limitation of the motor generator MG is terminated, and the remaining torque of the limit compensation remaining in the torque change control of the engine Eng is restored. And go to step S110.

In step S110, following the end of the power running limit of the motor generator MG and the return of the limit compensation torque in step S109, it is determined whether or not the actual gear ratio GR has reached the end set gear ratio GR_end, and YES (GR is GR_end In the case of NO (GR has not reached GR_end), the determination in step S110 is repeated.
Here, the end setting gear ratio GR_end is set as a threshold value indicating that the progress state of the shift by the upshift or the downshift has reached the gear ratio at the shift stage after the shift, that is, the inertia phase has ended. Yes.

  In step S111, following the determination that GR has reached GR_end in step S110, the input rotational speed feedback control of the automatic transmission AT is terminated, and the process proceeds to return.

In step S112, following the determination that the motor generator MG is regenerative in step S103, the regeneration limit of the motor generator MG is started, and the input rotation speed feedback control of the automatic transmission AT is started, and the process proceeds to step S113. .
Here, the regeneration limit of the motor generator MG is performed by a torque increase that makes the negative motor torque zero.

In step S113, following the motor generator MG regeneration limit and input rotation speed FB control start in step S112, the shift acceleration amount for increasing the shift speed and the limit compensation amount that compensates for the increase in motor torque due to the regeneration limit are considered. Torque change control of the engine Eng is started, and the process proceeds to step S114.
In the case of upshifting, this torque change control of the engine Eng is performed by subtracting this changed torque from the normal engine torque command, using the torque cut torque plus the limited compensation torque as the changed torque. In the case of a downshift, the torque obtained by subtracting the limit compensation torque from the torque increase torque is used as the change, and this change torque is added to the normal engine torque command.

  In step S114, following the start of engine Eng torque change control in step S113, it is determined whether or not the actual gear ratio GR has reached the first set gear ratio GR1, and if YES (GR has reached GR1) Proceeding to step S115, if NO (GR has not reached GR1), the determination at step S114 is repeated.

  In step S115, following the determination that GR has reached GR1 in step S114, in the torque change control of the engine Eng, the torque for the shift acceleration that speeds up the shift speed is returned while the limit compensation amount remains, and step Proceed to S116.

  In step S116, it is determined whether or not the actual gear ratio GR has reached the second set gear ratio GR2 following the torque recovery for the shift acceleration in step S115. If YES (GR has reached GR2), step S116 is performed. Proceeding to S117, if NO (GR has not reached GR2), the determination at step S116 is repeated.

  In step S117, following the determination that GR has reached GR2 in step S116, the regeneration limit of motor generator MG is terminated, and the remaining torque for the limited compensation remaining in the engine Eng torque change control is restored. And go to step S118.

  In step S118, following the end of regeneration limit of motor generator MG and return of limit compensation torque in step S117, it is determined whether or not the actual gear ratio GR has reached the end set gear ratio GR_end, and YES (GR is GR_end The process proceeds to step S119. If NO (GR does not reach GR_end), the determination in step S118 is repeated.

  In step S119, following the determination that GR has reached GR_end in step S118, the input rotational speed feedback control of the automatic transmission AT is terminated, and the process proceeds to return.

Next, the operation will be described.
The operation of the hybrid vehicle control apparatus according to the first embodiment will be described separately for “input rotation speed control operation during power-on upshift” and “input rotation speed control operation during power-off upshift”.

[Input rotation speed control during power-on upshift]
FIG. 7 is a time chart showing characteristics of the engine + motor torque, engine torque, motor torque, and transmission input rotation speed during a power-on upshift where the motor torque is powering. Hereinafter, based on FIG. 6 and FIG. 7, the operation of controlling the input rotational speed during the power-on upshift will be described.

  For example, when an upshift gear shift command is output, the inertia phase is started, and the motor generator MG is in power running (motor torque is positive), step S101 → step S102 → step S103 → step in the flowchart of FIG. The process proceeds from S104 to step S105 to step S106. In other words, in the first half of the shift where the actual gear ratio GR reaches the first set gear ratio GR1 from the start of the inertia phase, the power running restriction of the motor generator MG is started in step S104, and the input rotation speed of the automatic transmission AT is started. Feedback control is started. In the next step S105, the torque change control of the engine Eng is started in consideration of the shift acceleration for increasing the shift speed and the limit compensation for compensating for the decrease in motor torque due to the power running limit.

  If it is determined in step S106 that the actual gear ratio GR has reached the first set gear ratio GR1, the process proceeds from step S106 to step S107 to step S108 in the flowchart of FIG. In other words, in the intermediate region where the shift proceeds after the first half region of the shift, in step S107, the torque for the shift acceleration that speeds up the shift speed is restored in the torque change control of the engine Eng while leaving the limit compensation. Be made.

  If it is determined in step S108 that the actual gear ratio GR has reached the second set gear ratio GR2, the process proceeds from step S108 to step S109 to step S110 in the flowchart of FIG. That is, in the shift end region until the inertia phase ends after passing through the shift intermediate region, in step S109, the power running restriction of the motor generator MG is ended, and the torque change control of the engine Eng remains as it is. The limit compensation torque is restored.

  When it is determined in step S110 that the actual gear ratio GR has reached the end set gear ratio GR_end, the process proceeds from step S110 to step S111 in the flowchart of FIG. That is, when the inertia phase ends, in step S111, the input rotation speed feedback control of the automatic transmission AT is ended.

As described above, in the control device of the first embodiment, at the time of upshift, as shown in the engine + motor torque characteristics of FIG. 7, the operation profile of torque cut control for reducing the total torque from time t1 to time t2 is set. The
As described above, since the torque cut control of the transmission input torque is performed in the first half region (t1 to t2) from the start of the inertia phase, the upshift is faster and the engagement side frictional engagement element The amount of generated heat is reduced, durability is improved, and shift shock is also suppressed.
This is because an extra driving force is generated due to the moment of inertia of the engine Eng during an upshift, that is, an extra torque is generated in the inertia phase. This extra torque causes an extra heat generation for the frictional engagement elements that are fastened by upshifting, and deteriorates durability. Thus, the upshift is in a state where there is excess transmission input torque, and therefore it is effective to perform torque cut control for reducing the transmission input torque at that time. Then, the shift is completed earlier as the transmission input torque becomes smaller. Thereby, the emitted-heat amount of a fastening side frictional fastening element becomes small, and durability improves.

  With respect to this operation profile, the motor generator MG controls the power running from the time t1 to the time t3 (motor assist is stopped) as shown in the motor torque characteristics of FIG. Then, as shown in the transmission input speed characteristic of FIG. 7, the actual input speed (= motor speed) of the automatic transmission AT is set to the set target input speed characteristic from time t1 to time t4. The input rotational speed feedback control to be followed is performed. Of the transmission input rotational speed characteristics shown in FIG. 7, the solid line characteristic indicates the target input rotational speed characteristic, and the dotted line characteristic indicates the characteristic when the compensation for the rotational speed measurement variation is maximized.

  On the other hand, as shown in the engine torque characteristic of FIG. 7, the engine Eng control is performed with respect to the above-described operation profile. The engine Eng torque reduction control is performed in consideration of the limit compensation to compensate for the minute. Then, from time t2 to time t3, the torque reduction control of the engine Eng is performed in consideration of only the limit compensation by eliminating the shift promotion amount for increasing the shift speed.

  As described above, in the first embodiment, during the upshift, the cooperative control of the motor generator MG and the engine Eng described below is performed in the inertia phase.

First, during the inertia phase start time t1 to time t3, the power running by the motor generator MG is limited.
For example, when the power running by the motor generator MG is not limited, as shown in FIG. 7, the high torque side of the motor operating range at the time of assist is limited to a small value.
On the other hand, limiting the assist torque by power running, in other words, limiting the torque control has the effect of expanding the motor operating range (dynamic range), which is the rotational speed control range by the motor generator MG.

Then, the limited assist torque on the power running side is supplemented with the engine torque from the inertia phase start time t1 to time t3.
For example, if only the power running limitation of the motor generator MG is performed, the assist torque due to the limitation is subtracted from the input torque of the automatic transmission AT, so that a torque step is generated at the start of limitation or at the end of limitation.
On the other hand, by compensating the limited assist torque on the power running side with the engine torque, the input torque to the automatic transmission AT is kept constant despite the power running restriction.

Further, from time t3 to time t4 when the inertia phase ends, the power running restriction by the motor generator MG is released and the assist torque is used.
For example, if the power running restriction by the motor generator MG is canceled at the end of the inertia phase, a torque step feeling will appear at the end of the shift.
On the other hand, by canceling the power running restriction by the motor generator MG from the time before the end of the inertia phase, torque continuity can be ensured at the end of the shift.

  As shown in FIG. 7, when the input rotation speed feedback control by the motor generator MG is performed by the cooperative control, a wide motor operating range is ensured. Thus, feedback control that accurately follows the target input rotational speed characteristic for which the actual input rotational speed is set is ensured.

  Also, during the input rotation control by the motor generator MG, the deviation of the actual torque with respect to the friction engagement element and the torque command value of the engine Eng deteriorates the followability of the target input rotation speed characteristics. The deviation is absorbed by feedback control.

[Input rotation speed control during power-off upshifting]
FIG. 8 is a time chart showing the characteristics of the engine + motor torque, engine torque, motor torque, and transmission input rotation speed during a power-off upshift where the motor torque is regenerative. Hereinafter, based on FIG. 6 and FIG. 8, the operation of controlling the input rotational speed during the power-off upshift will be described.

  For example, when an upshift command is output, the inertia phase is started, and the motor generator MG is regenerating (motor torque is negative), step S101 → step S102 → step S103 → step in the flowchart of FIG. The process proceeds from S112 to step S113 to step S114. In other words, in the first half of the shift where the actual gear ratio GR reaches the first set gear ratio GR1 from the start of the inertia phase, the regeneration limit of the motor generator MG is started and the input rotation speed of the automatic transmission AT is started in step S112. Feedback control is started. In the next step S113, torque change control of the engine Eng is started in consideration of the shift acceleration for increasing the shift speed and the limit compensation for compensating for the increase in motor torque due to the regeneration limit.

  If it is determined in step S114 that the actual gear ratio GR has reached the first set gear ratio GR1, the process proceeds from step S114 to step S115 to step S116 in the flowchart of FIG. In other words, in the intermediate region where the shift proceeds after the first half region of the shift, in step S115, the torque for the shift acceleration that speeds up the shift speed is restored in the torque change control of the engine Eng while leaving the limit compensation. Be made.

  When it is determined in step S116 that the actual gear ratio GR has reached the second set gear ratio GR2, the process proceeds from step S116 to step S117 to step S118 in the flowchart of FIG. That is, in the shift end region until the inertia phase ends after passing through the shift intermediate region, in step S117, the regeneration limit of the motor generator MG is ended and the remaining torque change control of the engine Eng remains. The limit compensation torque is restored.

  When it is determined in step S118 that the actual gear ratio GR has reached the end set gear ratio GR_end, the process proceeds from step S118 to step S119 in the flowchart of FIG. That is, when the inertia phase ends, in step S119, the input rotation speed feedback control of the automatic transmission AT is ended.

  As described above, in the control device of the first embodiment, at the time of upshift, as shown in the engine + motor torque characteristics of FIG. 8, the operation profile of torque cut control for reducing the total torque from time t1 to time t2 is set. The

  With respect to this operation profile, the control of the motor generator MG restricts regeneration (stops motor assist) from time t1 to time t3, as shown in the motor torque characteristics of FIG. Then, as shown in the transmission input speed characteristic of FIG. 8, the actual input speed (= motor speed) of the automatic transmission AT is set to the set target input speed characteristic from time t1 to time t4. The input rotational speed feedback control to be followed is performed. Of the transmission input rotational speed characteristics shown in FIG. 8, the solid line characteristic indicates the target input rotational speed characteristic, and the dotted line characteristic indicates the characteristic when the compensation for the rotational speed measurement variation is maximized.

  On the other hand, as shown in the engine torque characteristic of FIG. 8, engine Eng control is performed for the above-described operation profile. The engine Eng torque reduction control is performed in consideration of the limit compensation to compensate for the minute. Then, from time t2 to time t3, the torque reduction control of the engine Eng is performed in consideration of only the limit compensation by eliminating the shift promotion amount for increasing the shift speed.

  As described above, in the first embodiment, during the upshift, the cooperative control of the motor generator MG and the engine Eng described below is performed in the inertia phase.

First, regeneration by the motor generator MG is restricted from the start time t1 to the time t3 of the inertia phase.
For example, when regeneration by the motor generator MG is not limited, as shown in FIG. 8, the low torque side of the motor operating range during assist is limited to a small value.
On the other hand, by limiting the assist torque due to regeneration, in other words, by limiting torque control, the motor operating range (dynamic range), which is the rotational speed control range by the motor generator MG, has the effect of expanding to the torque decreasing side. is there.

Then, the limited assist torque on the regeneration side is supplemented with the engine torque from the start time t1 to the time t3 of the inertia phase.
For example, if only the regeneration limitation of the motor generator MG is performed, the assist torque due to the restriction increases from the input torque of the automatic transmission AT, and thus a torque step is generated at the start of restriction or at the end of restriction.
On the other hand, the input torque to the automatic transmission AT is kept constant by supplementing the limited regenerative assist torque with the engine torque, even though the regeneration is limited.

Further, from time t3 to time t4 when the inertia phase ends, the regeneration limit by the motor generator MG is released and the assist torque is used.
For example, if the regenerative restriction by the motor generator MG is canceled at the end of the inertia phase, a feeling of torque step appears at the end of the shift.
On the other hand, by canceling the power running restriction by the motor generator MG from the time before the end of the inertia phase, torque continuity can be ensured at the end of the shift.

  As shown in FIG. 8, when the input rotation speed feedback control by the motor generator MG is performed by the cooperative control, the motor operating range is secured widely. Thus, feedback control that accurately follows the target input rotational speed characteristic for which the actual input rotational speed is set is ensured.

  Also, during the input rotation control by the motor generator MG, the deviation of the actual torque with respect to the friction engagement element and the torque command value of the engine Eng deteriorates the followability of the target input rotation speed characteristics. The deviation is absorbed by feedback control.

Next, the effect will be described.
In the control device for the FR hybrid vehicle of the first embodiment, the effects listed below can be obtained.

  (1) An automatic transmission AT that achieves a plurality of shift speeds by switching friction engagement elements is installed at a downstream position of a drive source having an engine Eng and a motor generator MG, and actual input is performed at the time of shifting by the automatic transmission AT. In a control apparatus for an FR hybrid vehicle (hybrid vehicle) including a transmission input rotation speed control unit that feedback-controls the rotation speed of the motor generator MG so as to follow a target input rotation speed characteristic in which the rotation speed is set. The transmission input rotation speed control means (FIG. 6) limits power running or regeneration by the motor generator MG when the assist state of the motor generator MG is power running or regeneration during feedback control of the transmission input rotation speed. At the same time, the limited assist torque is supplemented by the engine torque from the engine Eng. For this reason, even if there is an effect that the motor operating range is limited when shifting by an automatic transmission, by ensuring feedback control that accurately follows the target input rotational speed characteristics, shifting that suppresses shift shock Control can be achieved.

  (2) The transmission input rotation speed control means (FIG. 6) reduces the assist torque so as to limit the power running by the motor generator MG at the time of upshift by the accelerator depression operation, and reduces the limited assist torque. This is compensated by an increase in engine torque from the engine Eng (FIG. 7). For this reason, at the time of power-on upshift, by extending the motor operating range in the direction of increasing torque, it is possible to shorten the shift time while maintaining good shift quality with suppressed shift shock.

  (3) The transmission input rotation speed control means (FIG. 6) increases the assist torque so as to limit the regeneration by the motor generator MG at the time of upshift by the accelerator release operation, and reduces the limited assist torque amount. Is compensated by reducing the engine torque from the engine Eng (FIG. 8). For this reason, at the time of power-off upshift, it is possible to shorten the shift time while maintaining good shift quality while suppressing shift shock by expanding the motor operating range in the torque decreasing direction.

  (4) The transmission input rotational speed control means (FIG. 6) is a torque that compensates the assist torque limiting control by the motor generator MG and the limited assist torque by the engine torque in the inertia phase region of the shift phase. Perform compensation control. For this reason, by executing the assist torque limit control only in the necessary region, the assist torque control by the motor generator MG can be maintained as long as possible.

  (5) The transmission input rotation speed control means (FIG. 6) performs torque-down control for reducing the total torque of the engine torque and the motor torque in the start area of the inertia phase at the time of upshift. For this reason, the upshift can be accelerated, the shift time can be further shortened, and the durability of the engagement side frictional engagement element can be improved and the shift shock can be suppressed.

  The second embodiment is an example in which the motor assist is limited from the start of the shift control to the end of the shift control, and the limit is compensated by the engine torque.

First, the configuration will be described.
Since the system configuration and the like of the control device for the FR hybrid vehicle of the second embodiment are the same as those shown in FIGS. 1 to 5 of the first embodiment, illustration and description thereof are omitted.

  FIG. 9 is a flowchart showing the flow of transmission input rotation speed control processing executed by the integrated controller 10 of the second embodiment (transmission input rotation speed control means). Hereinafter, each step shown in FIG. 9 will be described. This control process is executed in the “HEV mode” in which the first clutch CL1 is engaged.

In step S201, it is determined whether an upshift gear shift command is output. If YES (upshift gear shift command output is present), the process proceeds to step S202. If NO (upshift shift command output is not present). Advances to step S212.
Here, the shift command is an upshift command when the driving point on the shift map determined by the accelerator opening APO and the vehicle speed VSP crosses the upshift line due to an accelerator release operation or the like during driving with the D range selected. Is output.

  In step S202, following the determination that there is an upshift gear shift command output in step S201, regeneration limitation of motor generator MG is started, and the process proceeds to step S203.

  In step S203, following the start of regeneration limitation of the motor generator MG in step S202, engine compensation limit compensation torque control that compensates for the increase in motor torque due to regeneration limitation is started, and the process proceeds to step S204.

In step S204, following the start of the engine Eng limit compensation torque control in step S203, it is determined whether or not the actual gear ratio GR has reached the inertia phase start set gear ratio GR_st, and YES (GR has reached GR_st). If YES in step S205, the process advances to step S205. If NO (GR does not reach GR_st), the determination in step S204 is repeated.
Here, the actual gear ratio is obtained by calculation from the transmission input rotational speed and the transmission output rotational speed. The inertia phase start setting gear ratio GR_st is set to a value that detects that the actual gear ratio has slightly changed from the pre-shift gear ratio to the post-shift gear ratio after the torque phase has elapsed.

In step S205, following the determination that GR has reached GR_st in step S204, torque cut control based on the total torque of the engine Eng and the motor generator MG is started and the input rotation of the automatic transmission AT is started in order to increase the shift speed. Number feedback control is started, and the process proceeds to step S206.
Here, the input rotational speed feedback control is performed by causing the actual input rotational speed (= motor rotational speed) to follow the target input rotational speed characteristics set according to the type of shift, the shift situation, and the like.

In step S206, following the start of torque cut control and input rotation speed FB control in step S205, it is determined whether or not the actual gear ratio GR has reached the intermediate set gear ratio GR_mid, and YES (GR has reached GR_mid). ), The process proceeds to step S207. If NO (GR does not reach GR_mid), the determination in step S206 is repeated.
Here, the intermediate set gear ratio GR_mid is set as a threshold value indicating that the progress state of the shift by the upshift has passed the intermediate shift range.

  In step S207, following the determination that GR has reached GR_mid in step S206, the torque cut control based on the total torque of engine Eng and motor generator MG is terminated, and the process proceeds to step S208.

In step S208, following the end of the torque cut control for the shift promotion in step S207, it is determined whether or not the actual gear ratio GR has reached the inertia phase end set gear ratio GR_end, and YES (GR has reached GR_end). If YES in step S209, the process advances to step S209. If NO (GR does not reach GR_end), the determination in step S208 is repeated.
Here, the inertia phase end setting gear ratio GR_end is set as a threshold value indicating that the shift by the upshift has progressed and converged to the gear ratio at the next shift stage.

  In step S209, following the determination that GR has reached GR_end in step S208, the input rotation speed feedback control of the automatic transmission AT is terminated, and the process proceeds to step S210.

In step S210, following the end of the input rotation speed feedback control in step S209, it is determined whether or not the timer value T of the timer started from the end of the input rotation speed feedback control has reached the shift control end value Tend. If (T reaches Tend), the process proceeds to step S211. If NO (T does not reach Tend), the determination in step S210 is repeated.
Here, the shift control end value Tend is set as the time required for the engagement-side and release-side frictional engagement elements at the time of upshifting to complete the engagement and release from the end of the inertia phase.

  In step S211, following the determination that T reaches Tend in step S210, the regeneration limit of the motor generator MG is terminated, the limit compensation torque control of the engine Eng is terminated, and the process proceeds to return.

In step S212, following the determination that the upshift gear shift command is not output in step S201, it is determined whether a downshift gear shift command is output. If YES (downshift shift command output is present) Advances to step S213, and if NO (no downshift transmission command output), returns to step S201.
Here, the shift command is a downshift command when the driving point on the shift map determined by the accelerator opening APO and the vehicle speed VSP crosses the downshift line due to the accelerator depressing operation, etc. Is output.

  In step S213, following the determination that there is a downshift gear shift command output in step S212, the power running limitation of motor generator MG is started, and the process proceeds to step S214.

  In step S214, following the start of power running limitation of motor generator MG in step S213, limit compensation torque control of engine Eng that compensates for the reduction in motor torque due to power running limitation is started, and the process proceeds to step S215.

In step S215, following the start of engine compensation limit compensation torque control in step S214, it is determined whether or not the actual gear ratio GR has reached the inertia phase start setting gear ratio GR_st, and YES (GR has reached GR_st). If YES in step S216, the flow advances to step S216. If NO (GR does not reach GR_st), the determination in step S215 is repeated.
Here, the actual gear ratio is obtained by calculation from the transmission input rotational speed and the transmission output rotational speed. The inertia phase start setting gear ratio GR_st is set to a value that detects that the actual gear ratio has slightly changed from the pre-shift gear ratio to the post-shift gear ratio after the torque phase has elapsed.

  In step S216, following the determination that GR has reached GR_st in step S215, in order to increase the shift speed, torque up control is started with the total torque of engine Eng and motor generator MG, and the input rotation of automatic transmission AT is started. Number feedback control is started, and the process proceeds to step S217.

In step S217, following the start of the torque increase control and the input rotation speed FB control in step S216, it is determined whether or not the actual gear ratio GR has reached the intermediate set gear ratio GR_mid, and YES (GR has reached GR_mid). ), The process proceeds to step S218. If NO (GR does not reach GR_mid), the determination in step S217 is repeated.
Here, the intermediate set gear ratio GR_mid is set as a threshold value indicating that the progress state of the shift by the downshift has passed the intermediate shift range.

  In step S218, following the determination that GR has reached GR_mid in step S217, the torque-up control based on the total torque of engine Eng and motor generator MG is terminated, and the process proceeds to step S219.

In step S219, following the end of the torque increase control for the shift promotion in step S218, it is determined whether or not the actual gear ratio GR has reached the inertia phase end set gear ratio GR_end, and YES (GR has reached GR_end). If YES in step S220, the process advances to step S220. If NO (GR does not reach GR_end), the determination in step S219 is repeated.
Here, the inertia phase end setting gear ratio GR_end is set as a threshold value indicating that the shift by the downshift has progressed and converged to the gear ratio at the next shift stage.

  In step S220, following the determination that GR has reached GR_end in step S219, the input rotation speed feedback control of the automatic transmission AT is terminated, and the process proceeds to step S221.

In step S221, following the end of the input rotation speed feedback control in step S210, it is determined whether the timer value T of the timer started from the end of the input rotation speed feedback control has reached the shift control end value Tend, YES If (T reaches Tend), the process proceeds to step S222. If NO (T does not reach Tend), the determination in step S221 is repeated.
Here, the shift control end value Tend is set as the time required for the engagement-side and release-side frictional engagement elements at the time of downshifting to complete the engagement and release from the end of the inertia phase.

  In step S222, following the determination that T has reached Tend in step S221, the power running limitation of motor generator MG is terminated, the limit compensation torque control of engine Eng is terminated, and the process proceeds to return.

Next, the operation will be described.
The operation of the hybrid vehicle control apparatus according to the second embodiment will be described separately for "input rotation speed control operation during power-off upshift" and "input rotation speed control operation during power-on downshift".

[Input rotation speed control during power-off upshifting]
FIG. 10 is a time chart showing characteristics of the engine + motor torque, engine torque, motor torque, and transmission input rotation speed during a power-off upshift where the motor torque is regenerative. Hereinafter, based on FIG. 9 and FIG. 10, the operation of controlling the input rotational speed during the power-off upshift will be described.

  For example, when an upshift gear shift command is output and the motor generator MG is regenerating (motor torque is negative), the process proceeds from step S201 to step S202 to step S203 to step S204 in the flowchart of FIG. That is, in the torque phase region from the output of the shift command to the start of the inertia phase, the regeneration limit of the motor generator MG is started in step S202, and in the next step S203, the increase in motor torque due to the regeneration limit is calculated. Limit compensation torque control of the supplementary engine Eng is started.

  When it is determined in step S204 that the actual gear ratio GR has reached the inertia phase start setting gear ratio GR_st, the process proceeds from step S204 to step S205 to step S206 in the flowchart of FIG. In other words, in the first half of the shift region where the inertia phase is started and the shift proceeds to the intermediate gear ratio, torque cut control based on the total torque of the engine Eng and the motor generator MG is started in step S205 and the automatic transmission AT is input. The rotation speed feedback control is started.

  When it is determined in step S206 that the actual gear ratio GR has reached the intermediate set gear ratio GR_mid, the process proceeds from step S206 to step S207 → step S208 in the flowchart of FIG. In other words, in the second half of the speed change area after the first half of the speed change period and until the inertia phase ends, the torque cut control based on the total torque of the engine Eng and the motor generator MG is finished in step S207.

  When it is determined in step S208 that the actual gear ratio GR has reached the inertia phase end set gear ratio GR_end, the process proceeds from step S208 to step S209 → step S210 in the flowchart of FIG. That is, when the inertia phase ends, in step S209, the input rotation speed feedback control of the automatic transmission AT is ended.

  When it is determined in step S210 that the timer value T has reached the shift control end value Tend, the process proceeds from step S210 to step S211 in the flowchart of FIG. That is, when the shift control is finished, in step S211, the regeneration limit of the motor generator MG is finished and the limit compensation torque control of the engine Eng is finished.

As described above, in the control device of the second embodiment, at the time of upshift, as shown in the engine + motor torque characteristic of FIG. 10, the operation profile of torque cut control for reducing the total torque from time t1 to time t2 is set. The
Therefore, as in the first embodiment, since the torque cut control of the transmission input torque is performed in the first half region (t1 to t2) from the start of the inertia phase, the upshift is faster, The amount of heat generated by the engagement-side frictional engagement element is reduced, durability is improved, and shift shock is also suppressed.

  With respect to this operation profile, the control of the motor generator MG restricts regeneration (stops motor assist) from time t0 to time t5 as shown in the motor torque characteristics of FIG. Then, as shown in the transmission input rotation speed characteristic of FIG. 10, the actual input rotation speed (= motor rotation speed) of the automatic transmission AT is set to the set target input rotation speed characteristic from time t1 to time t4. The input rotational speed feedback control to be followed is performed. Note that, among the transmission input rotational speed characteristics of FIG. 10, the solid line characteristic indicates the target input rotational speed characteristic, and the dotted line characteristic indicates the characteristic when the highest speed of the shift response is aimed.

  On the other hand, as shown in the engine torque characteristics of FIG. 10, engine Eng control is performed with respect to the operation profile described above. From time t0 to time t5, engine Eng limit compensation torque that compensates for the increase in motor torque due to regeneration limitation. Control is performed.

  As described above, in the second embodiment, at the time of upshift, the cooperative control of the motor generator MG and the engine Eng described below is performed in the region from the start of the shift control to the end of the shift control.

First, regeneration by the motor generator MG is limited from the shift control start time t0 to the shift control end time t5.
For example, when regeneration by the motor generator MG is not limited, as shown in FIG. 10, the low torque side of the motor operating range during assist is limited to a small value.
On the other hand, by limiting the assist torque by regeneration, in other words, by limiting the torque control, there is an effect of expanding the motor operating range (dynamic range) that is the rotational speed control range by the motor generator MG.

The limited regeneration-side assist torque is supplemented with engine torque from the shift control start time t0 to the shift control end time t5.
For example, if only the regeneration limitation of the motor generator MG is performed, the assist torque due to the limitation is added to the input torque of the automatic transmission AT, so that a torque step is generated at the start of the limit or at the end of the limit.
On the other hand, the input torque to the automatic transmission AT is kept constant by supplementing the limited regenerative assist torque with the engine torque, even though the regeneration is limited.

Moreover, in the second embodiment, focusing on the fact that the control responsiveness of the engine Eng and the motor generator MG is different, the motor assist restriction is executed from the shift control start time t0 to the shift control end time t5.
Therefore, in the inertia phase region, it is possible to improve the torque compensation certainty for the assist torque by the engine Eng having low control response.

  As shown in FIG. 10, when the input rotation speed feedback control by the motor generator MG is performed by the cooperative control, a wide motor operating range is secured. Thus, feedback control that accurately follows the target input rotational speed characteristic for which the actual input rotational speed is set is ensured.

  Also, during the input rotation control by the motor generator MG, the deviation of the actual torque with respect to the friction engagement element and the torque command value of the engine Eng deteriorates the followability of the target input rotation speed characteristics. The deviation is absorbed by feedback control.

[Input rotation speed control during power-on downshift]
FIG. 11 is a time chart showing characteristics of the engine + motor torque, engine torque, motor torque, and transmission input rotational speed during a power-on downshift in which the motor torque is powering. Hereinafter, based on FIG. 9 and FIG. 11, the input rotation speed control action at the time of power downshift will be described.

  For example, when a downshift gear shift command is output and the motor generator MG is in power running (motor torque is positive), in the flowchart of FIG. 9, from step S201 → step S212 → step S213 → step S214 → step S215 move on. In other words, in the torque phase region from when the shift command is output until the inertia phase is started, the power running limitation of the motor generator MG is started in step S213, and in the next step S214, the decrease in motor torque due to the power running limitation is calculated. Limit compensation torque control of the supplementary engine Eng is started.

  When it is determined in step S215 that the actual gear ratio GR has reached the inertia phase start setting gear ratio GR_st, the process proceeds from step S215 to step S216 → step S217 in the flowchart of FIG. In other words, in the first half of the shift region where the inertia phase is started and the shift proceeds to the intermediate gear ratio, in step S216, torque up control is started by the total torque of the engine Eng and the motor generator MG, and the automatic transmission AT is input. The rotation speed feedback control is started.

  When it is determined in step S217 that the actual gear ratio GR has reached the intermediate set gear ratio GR_mid, the process proceeds from step S217 to step S218 to step S219 in the flowchart of FIG. That is, in the second half region of the shift until the inertia phase ends after passing through the first half region of the shift, in step S218, the torque increase control by the total torque of the engine Eng and the motor generator MG is ended.

  If it is determined in step S219 that the actual gear ratio GR has reached the inertia phase end set gear ratio GR_end, the process proceeds from step S219 to step S220 → step S221 in the flowchart of FIG. That is, when the inertia phase ends, in step S220, the input rotation speed feedback control of the automatic transmission AT is ended.

  When it is determined in step S221 that the timer value T has reached the shift control end value Tend, the process proceeds from step S221 to step S222 in the flowchart of FIG. In other words, when the shift control is finished, in step S222, the power running restriction of motor generator MG is finished, and the limit compensation torque control of engine Eng is finished.

As described above, in the control device of the second embodiment, at the time of downshift, as shown in the engine + motor torque characteristic of FIG. 11, the operation profile of torque up control for increasing the total torque from time t1 to time t2 is set. The
As described above, since the torque-up control of the transmission input torque is performed in the first half region (t1 to t2) from the start of the inertia phase, the downshift speed becomes faster, and the engagement side frictional engagement element The amount of generated heat is reduced, durability is improved, and shift shock is also suppressed.
This is because the upshift shift is a shift that decreases the transmission input rotational speed, whereas the downshift shift is a control that increases the transmission input rotational speed. For this reason, the transmission input torque is used to increase the rotational speed against the inertia of the engine Eng, contrary to the upshift, and the torque for accelerating the vehicle is reduced. Therefore, it is because the speed change with a better response is attained when the transmission input torque is increased.

  With respect to this operation profile, the motor generator MG controls the power running from the time t0 to the time t5 (motor assist is stopped) as shown in the motor torque characteristics of FIG. Then, as shown in the transmission input rotational speed characteristic of FIG. 11, the actual input rotational speed (= motor rotational speed) of the automatic transmission AT is set to the set target input rotational speed characteristic from time t1 to time t4. The input rotational speed feedback control to be followed is performed. Note that, among the transmission input rotational speed characteristics in FIG. 11, the solid line characteristic indicates the target input rotational speed characteristic, and the dotted line characteristic indicates the characteristic when the highest speed of the shift response is aimed.

  On the other hand, as shown in the engine torque characteristic of FIG. 11, engine Eng control is performed with respect to the operation profile described above, and the engine Eng limit compensation torque that compensates for the reduction in motor torque due to power running limitation from time t0 to time t5. Control is performed.

  As described above, in the second embodiment, during the downshift, the cooperative control of the motor generator MG and the engine Eng is performed in the region from the start of the shift control to the end of the shift control. In the inertia phase area, feedback control that can improve the certainty of torque compensation for assist torque by engine Eng with low control responsiveness and accurately follows the target input speed characteristics for which the actual input speed is set Is secured.

Next, the effect will be described.
In the control device for the FR hybrid vehicle of the second embodiment, the following effects can be obtained in addition to the effects (1), (3), and (5) of the first embodiment.

  (2 ′) The transmission input rotational speed control means (FIG. 9) reduces the assist torque so as to limit the power running by the motor generator MG during a downshift by an accelerator depression operation, and reduces the limited assist torque amount. Is compensated by an increase in engine torque from the engine Eng. For this reason, at the time of power-on downshift, by extending the motor operating range in the direction of increasing torque, the shift time can be shortened while maintaining good shift quality with suppressed shift shock.

  (6) The transmission input rotation speed control means (FIG. 9) includes an assist torque limiting control by the motor generator MG and a limited assist torque amount in the region from the shift control start to the shift control end in the shift phase. Torque compensation control is performed to compensate for this with engine torque. For this reason, in the inertia phase region, it is possible to improve the torque compensation certainty for the assist torque by the engine Eng having low control response.

  (7) The transmission input rotation speed control means (FIG. 9) performs torque-up control for increasing the total torque of the engine torque and the motor torque in the inertia phase start region at the time of downshift. For this reason, the downshift can be accelerated, the shift time can be further shortened, and the durability of the engagement side frictional engagement element can be improved and the shift shock can be suppressed.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention has been demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In the first and second embodiments, an example of an automatic transmission having 7 forward speeds and 1 reverse speed as an automatic transmission is shown. However, it may be an example of a stepped transmission having a gear other than the seventh forward speed.

In Example 1, an example of power running / regeneration in an upshift was shown, and in Example 2, an example of regeneration in an upshift and an example of powering in a downshift were shown. Here, the expansion direction of the motor operating range due to the restriction of regeneration / power running is summarized as follows for each shift pattern.
In the power-on upshift (accelerator depression upshift), the motor operating range in the direction of increasing torque of the motor generator is expanded (FIG. 7). In the power-off upshift (accelerator release upshift), the motor operating range in the direction of torque reduction of the motor generator is expanded (FIGS. 8 and 10). In the power-on downshift (accelerator downshift), the motor operating range in the direction of increasing torque of the motor generator is expanded (FIG. 11). In the power-off downshift (accelerator release downshift), the motor operating range in the direction of motor generator torque reduction is expanded. As described above, the shift time can be shortened while maintaining good shift quality with suppressed shift shock.

  In the first and second embodiments, the hybrid vehicle control device is applied to the FR hybrid vehicle. However, the FF hybrid vehicle has an engine and a motor generator as a drive source, and is automatically installed at a downstream position of the drive source. The present invention can also be applied to a control device for a hybrid vehicle equipped with a transmission.

1 is an overall system diagram showing an FR hybrid vehicle (an example of a hybrid vehicle) by rear wheel drive to which a hybrid vehicle control device of Embodiment 1 is applied. It is a control block diagram which shows the arithmetic processing performed in the integrated controller 10 of the FR hybrid vehicle to which the control apparatus of the hybrid vehicle of Example 1 was applied. It is a figure which shows the EV-HEV selection map used when performing the mode selection process in the integrated controller 10 of FR hybrid vehicle. 1 is a skeleton diagram showing an example of an automatic transmission AT mounted on an FR hybrid vehicle to which a hybrid vehicle control device of Embodiment 1 is applied. FIG. It is a fastening operation | movement table | surface which shows the fastening state of each friction fastening element for every gear stage in automatic transmission AT mounted in the FR hybrid vehicle to which the control apparatus of the hybrid vehicle of Example 1 was applied. 3 is a flowchart illustrating a flow of transmission input rotation speed control processing executed by the integrated controller 10 according to the first embodiment. It is a time chart which shows each characteristic of engine + motor torque, engine torque, motor torque, and transmission input rotation speed at the time of power-on upshift where motor torque is power running. It is a time chart which shows each characteristic of engine + motor torque, engine torque, motor torque, and transmission input rotation speed at the time of power-off upshift where motor torque is regeneration. 6 is a flowchart illustrating a flow of transmission input rotation speed control processing executed by the integrated controller 10 of the second embodiment. It is a time chart which shows each characteristic of engine + motor torque, engine torque, motor torque, and transmission input rotation speed at the time of power-off upshift where motor torque is regeneration. It is a time chart which shows each characteristic of engine + motor torque, engine torque, motor torque, and transmission input rotation speed at the time of power-on downshift where motor torque is power running.

Explanation of symbols

Eng engine
MG motor generator
Input Transmission input shaft
Output Transmission output shaft
RL left rear wheel
RR right rear wheel
AT automatic transmission 7 AT controller 10 Integrated controller

Claims (7)

An automatic transmission that achieves multiple shift stages by switching friction engagement elements is installed downstream of the drive source that has the engine and motor generator.
A hybrid vehicle equipped with a transmission input rotational speed control means that feedback-controls the rotational speed of the motor generator so that the actual input rotational speed follows the set target input rotational speed characteristic during a shift by the automatic transmission. In the control device,
The transmission input rotation speed control means starts power running limitation or regeneration limitation of the motor generator when the assist state of the motor generator is power running or regeneration during feedback control of the transmission input rotation speed, and the motor generator By restricting the assist torque by limiting the torque control, the motor operating range, which is the rotational speed control range by the motor generator, is expanded, and the input rotational speed feedback control of the automatic transmission is started and limited. A control device for a hybrid vehicle, wherein the assist torque is supplemented by engine torque from the engine. In the hybrid vehicle control device according to claim 1,
The transmission input rotation speed control means reduces the assist torque so as to limit the power running by the motor generator at the time of upshift or downshift by an accelerator depressing operation, and the limited assist torque is reduced from the engine. A hybrid vehicle control device that compensates for this by increasing engine torque. In the hybrid vehicle control device according to claim 1 or 2,
The transmission input rotational speed control means increases the assist torque so as to limit regeneration by the motor generator at the time of upshift or downshift by an accelerator release operation, and the limited assist torque is reduced to the engine The hybrid vehicle control device is supplemented by reducing engine torque from the vehicle. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 3,
The transmission input rotation speed control means performs assist torque limiting control by a motor generator and torque compensation control for compensating for the limited assist torque by engine torque in an inertia phase region in a shift phase. A control device for a hybrid vehicle. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 3,
The transmission input rotation speed control means includes an assist torque limit control by a motor generator and a torque compensation that compensates the limited assist torque with an engine torque in a region from the shift control start to the shift control end in the shift phase. A control device for a hybrid vehicle, characterized by performing control. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 5,
The transmission input speed control means performs torque-down control for reducing the total torque of the engine torque and the motor torque in the inertia phase start region during upshifting. In the control apparatus of the hybrid vehicle described in any one of Claim 1- Claim 5,
The transmission input rotational speed control means performs torque-up control for increasing the total torque of the engine torque and the motor torque in the start region of the inertia phase at the time of downshift.

Images