JP5141369B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle that includes a stepped automatic transmission and controls the rotational speed on the input side during upshifting.

The technique of patent document 1 is disclosed as a control apparatus of a hybrid vehicle. This publication discloses a technique for performing synchronous control using an engine throttle valve when the motor generator cannot be used during shift control of an automatic transmission.
Japanese Patent Laid-Open No. 9-308011

  In the upshift of the automatic transmission in particular, it is necessary to reduce the rotational speed on the input side of the automatic transmission. However, even if the throttle valve is controlled, the torque output by the engine remains positive, so if the battery charge is greater than a predetermined value and the motor generator's regenerative torque cannot be used, an upshift is performed smoothly. It was difficult to do.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a hybrid vehicle control device capable of smoothly upshifting even when the regenerative torque of the motor generator cannot be used. And

In order to achieve the above object, according to the present invention, when the power source is controlled so as to coincide with a desired rotational speed during the inertia phase in the upshift of the stepped automatic transmission, the charged amount of the battery exceeds a predetermined value. In some cases, the fuel injection of the engine was stopped, and the control of the motor generator was switched from torque control to rotational speed control .

  Therefore, in the hybrid vehicle control apparatus of the present invention, it is possible to generate negative torque in the engine by stopping fuel injection of the engine. Therefore, it is possible to effectively reduce the input side rotational speed of the stepped automatic transmission, and a smooth upshift can be achieved without using the regenerative torque of the motor generator.

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

  First, the drive system configuration of the hybrid vehicle will be described. FIG. 1 is an overall system diagram showing a hybrid vehicle driven by rear wheels of the first embodiment. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, a propeller shaft PS, It has a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel). FL is the front left wheel and FR is the front right wheel.

  The engine E is, for example, a gasoline engine, and the valve opening degree of the throttle valve and the like are controlled based on a control command from the engine controller 1 described later. The engine output shaft is provided with a flywheel FW.

  The first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. Fastening / release including slip fastening is controlled by hydraulic pressure.

  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 the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force. Can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right rear wheels RL and RR, and is generated by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later. The fastening / release including slip fastening is controlled by the control hydraulic pressure.

  The automatic transmission AT is a transmission that automatically switches the stepped gear ratio such as 5 forward speeds, 1 reverse speed, etc. according to the vehicle speed, accelerator opening, etc., and the second clutch CL2 is newly added as a dedicated clutch However, some frictional engagement elements are used among 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 vehicle drive shafts. The first clutch CL1 and the second clutch CL2 are, for example, wet multi-plate clutches that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid.

  This hybrid drive system has three travel modes according to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter abbreviated as “EV travel mode”) as a motor use travel mode that travels using only the power of the motor generator MG as a power source with the first clutch CL1 opened. It is. The second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source. The third travel mode is an abbreviated engine use slip travel mode (hereinafter referred to as “WSC travel mode”) in which the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged and the engine E is included in the power source. ). This mode is a mode in which creep running can be achieved particularly when the battery SOC is low or the engine water temperature is low. When transitioning from the EV travel mode to the HEV travel mode, the first clutch CL1 is engaged and the engine is started using the torque of the motor generator MG.

  The “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.

  In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor assist travel mode”, the drive wheels are moved by using the engine E and the motor generator MG as power sources. The “running power generation mode” causes the motor generator MG to function as a generator at the same time as the drive wheels RR and RL are moved using the engine E as a power source.

  During constant speed operation or acceleration operation, motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, the braking energy is regenerated and generated by the motor generator MG and used for charging the battery 4.

  Further, as a further mode, there is a power generation mode in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.

  Next, the control system of the hybrid vehicle will be described. As shown in FIG. 1, the hybrid vehicle control system according to 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. The AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured. 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 exchange information with each other. Has been.

  The engine controller 1 inputs the engine speed information from the engine speed sensor 12, and controls the engine operating point (Ne: engine speed, Te: engine torque) according to the target engine torque command from the integrated controller 10, etc. For example, to a throttle valve actuator (not shown). Information such as the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and according to a target motor generator torque command from the integrated controller 10 or the like, the motor operating point (Nm: motor generator) of the motor generator MG. A command for controlling the rotation speed (Tm: motor generator torque) is output to the inverter 3. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4. The battery SOC information is used as control information for the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. Is done.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and according to the first clutch control command from the integrated controller 10, the first clutch CL1 is engaged / released. A command to control is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 inputs sensor information from the accelerator opening sensor 16, the vehicle speed sensor 17, the second clutch hydraulic pressure sensor 18, and an inhibitor switch that outputs a signal corresponding to the position of the shift lever operated by the driver. 10 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve in response to the second clutch control command from 10. Information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch is supplied to the integrated controller 10 via the CAN communication line 11.

  The brake controller 9 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, braking is performed with respect to the required braking force obtained from the brake stroke BS. When the braking force alone is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by the mechanical braking force (braking force by the friction brake).

  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 integrated controller 10 detects the motor rotational speed Nm, and the second clutch output rotational speed N2out. A second clutch output speed sensor 22 for detecting the second clutch, a second clutch torque sensor 23 for detecting the second clutch transmission torque capacity TCL2, a brake hydraulic pressure sensor 24, and a temperature sensor 10a for detecting the temperature of the second clutch CL2. The information from the G sensor 10b for detecting the longitudinal acceleration and the information obtained through the CAN communication line 11 are input.

  The integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.

[Upshift control processing]
Next, the upshift control process will be described. 2 and 3 are flowcharts showing an upshift control process performed in the integrated controller 10. This control flow is a control when an upshift request is output in the HEV traveling mode, and the SOC is high and the regenerative torque cannot be used in the motor generator MG. Basically, the control is started while the first clutch CL1 is completely engaged. On the automatic transmission AT side, it is assumed that the upshift is executed by switching control of a plurality of frictional engagement elements including the second clutch CL2.

  In step S101, it is determined whether or not the vehicle is in HEV travel mode. If the mode is HEV travel mode, the process proceeds to step S102, and other control is executed in other cases. The other control is specifically gear shift control in the WSC traveling mode or the EV traveling mode.

  In step S102, it is determined whether or not an upshift request is made. If there is an upshift request, the process proceeds to step S103, and otherwise, other control is executed. The other control in this case is specifically a downshift control in the HEV traveling mode or a control for maintaining the gear position.

  In step S103, it is determined whether or not the SOC is equal to or greater than a predetermined value. If the SOC is equal to or greater than the predetermined value, the process proceeds to step S104. The other control in this case is specifically a rotational speed control using the regenerative torque of the motor generator MG. In this step, the motor generator MG determines whether or not the regenerative torque can be used. The predetermined value of SOC means that the battery 4 is overcharged when power is generated or charged any more, resulting from heat generation or excessive storage amount. It is a value corresponding to a predetermined high SOC state that may cause a decrease in durability.

  In step S104, it is determined whether or not the inertia phase has started. If started, the process proceeds to step S105, and otherwise, the process proceeds to step S101. Here, the inertia phase represents a state in the stepped automatic transmission in which the actual gear ratio changes from the gear ratio corresponding to the pre-shift gear stage to the gear ratio corresponding to the post-shift gear stage during the shift. Therefore, the inertia phase may be detected based on a change in the actual gear ratio or the like.

  In step S105, so-called fuel cut for stopping fuel injection of the engine is executed.

  In step S106, control of motor generator MG is switched from torque control to rotation speed control. Here, the torque control is to output torque corresponding to the required driving force determined based on the driver's accelerator pedal opening degree or the like from the power source constituted by the engine E and the motor generator MG to the automatic transmission AT. Control. On the other hand, the rotational speed control is to control the rotational speed (that is, the rotational speed of the power source) output to the automatic transmission AT so as to coincide with the set target rotational speed.

  FIG. 3 is a flowchart showing the rotation speed control. Note that the rotational speed control shown in FIG. 3 is the rotational speed control when the fuel cut of the engine E is executed when the upshift request is output and the SOC is equal to or greater than a predetermined value in the HEV traveling mode. The rotation speed control is mainly performed by the motor generator MG.

In step S201, it is determined whether or not the rotational speed Nm of the motor generator MG has reached a predetermined rotational speed. If the rotational speed Nm has reached the predetermined rotational speed, the process proceeds to step S300 , and if not, the process proceeds to step S202. The predetermined rotational speed is a rotational speed that represents a first rotational speed control section that is a section in which the rotational speed is decreased quickly after the inertia phase starts. Accordingly, the rotational speed Nm (n) of the motor generator MG corresponding to the post-upshift speed (high shift speed) from the rotational speed Nm (n-1) of the motor generator MG corresponding to the pre-upshift speed (low speed). ), And the rotation speed is set closer to Nm (n) than the middle between Nm (n−1) and Nm (n).

  In step S202, the target rotational speed is set so that the rotational speed Nm of motor generator MG decreases with the first gradient (first rotational speed control). This first gradient is a value that is appropriately set according to the gear type (1st speed → 2nd speed, 2nd speed → 3rd speed, etc.), accelerator pedal opening, vehicle speed, etc., and the inertia torque affects the output shaft. It is appropriately set within the range.

At step S20 3, executes the feedback control by the motor-generator MG. In this feedback control, a torque corresponding to a deviation between the target rotational speed and the actual motor generator rotational speed is applied to the motor generator, thereby matching the target rotational speed with the actual motor generator rotational speed. Since the engine torque is greatly reduced to the negative side due to the fuel cut of the engine E, the power running torque is always used even if feedback control by the motor generator MG is performed in this state. Therefore, even if the SOC is equal to or higher than the predetermined value, there is no problem with the motor generator MG using the power running torque.

  In step S300, the first rotational speed control is terminated and the fuel cut of the engine E is terminated. As a result, the engine E resumes outputting positive torque.

  In step S301, the target rotational speed is set so that the rotational speed Nm of motor generator MG decreases with the second gradient (second rotational speed control). The second gradient is set to be gentler than the first gradient, and absorbs an inertia torque such as a rotating member whose rotation speed changes at the time of shifting, thereby mitigating a fastening shock or the like when the upshift is completed. In the first embodiment, the second rotation speed control is once maintained at a predetermined rotation speed and then lowered to a ramp shape, but the average from the transition to the second rotation speed control until the completion of the inertia phase It is sufficient that the gradient is smaller than the first gradient.

  In step S302, it is determined whether or not the motor generator rotational speed Nm has reached the rotational speed Nm (n) of the motor generator MG corresponding to the post-upshift speed stage (high speed stage). It is determined that the inertia phase has been completed, and the process proceeds to step S304. Otherwise, it is determined that the inertia phase is being performed, and the process proceeds to step S303.

  In step S303, the feedback control by the second rotation speed control is continued and the process returns to step S302.

  In step S304, it is determined that the inertia phase has been completed, and the rotational speed control is switched to the torque control.

  The operation based on the flowchart will be described. FIG. 4 is a time chart when an upshift request is output in the HEV travel mode, and the SOC is high and the regenerative torque cannot be used in the motor generator MG.

  At time t1, when an upshift request is output, the engagement pressure Apply_PRS of the engagement-side engagement element that achieves the gear position after the shift starts to supply a precharge pressure for loosening the clutch, The engagement pressure Release_PRS of the disengagement side engagement element that achieves the gear position is reduced from the engagement pressure at which complete engagement is possible to the last engagement pressure at which the gear ratio does not change (pre-processing).

  When the preprocessing is completed at time t2, the fastening pressure Apply_PRS of the fastening side fastening element is gradually increased and the fastening pressure Release_PRS of the release side fastening element is gradually reduced (AC21).

  At time t3, when the actual gear ratio starts to change and the start of the inertia phase is confirmed, the engagement phase Apply_PRS of the fastening side fastening element and the fastening pressure Release_PRS of the release side fastening element are held and the inertia phase is advanced. . The fastening pressure Apply_PRS of the fastening side fastening element is preferably maintained at a value that achieves the target drive torque after the upshift by multiplying the gear ratio after the upshift by the torque corresponding to the fastening pressure Apply_PRS. . In addition, the inertia phase is not advanced by the fastening pressure, but the inertia phase is advanced by controlling the rotational speed of the power source (engine E + motor generator MG).

  The progress of the inertia phase is executed by the first rotation speed control. Specifically, the engine E is fuel cut and the control of the power source is switched from torque control to rotational speed control. As a result, the power source is controlled so that the first gradient matches the set target rotational speed (AC31). In particular, in the first rotation speed control, a quick upshift is achieved by quickly reducing the rotation speed of the motor generator MG.

  Between time t3 and time t4, the engine torque is on the negative side. Even if the rotational speed control is performed in this section, the motor generator MG does not require regenerative torque and basically performs feedback control only with the power running torque. Can be achieved. As a result, the battery 4 is prevented from being overcharged while preventing the engine speed from greatly decreasing and reverse rotation.

  When the rotational speed of the motor generator MG reaches the predetermined rotational speed at time t4, the inertia phase is sufficiently advanced, and thereafter, the engagement shock when the second clutch CL2 and the like are completely engaged on the automatic transmission AT side is avoided. There is a need to. Therefore, the fuel cut is stopped and the fuel injection is restarted, and the control is switched to the second rotation speed control (AC41). In the second rotation speed control, control is performed so that the second gradient that is gentler than the first gradient matches the set target rotation speed. This avoids the influence of the inertia torque on the output shaft torque.

  When the rotational speed of the motor generator MG reaches Nm (n) at time t5 and the inertia phase is completed, the fastening pressure Apply_PRS of the fastening side fastening element is gradually increased until complete fastening, and the release side fastening element The fastening pressure Release_PRS is gradually decreased until it is completely released.

  When the release-side fastening element is completely released at time t6, the fastening pressure of the fastening-side fastening element is further increased to obtain a complete fastening state (post-processing). At time t7, the upshift is completed.

As described above, the effects listed below can be obtained in the first embodiment.
(1) In the rotational speed control, when the SOC is equal to or higher than a predetermined value, the fuel injection of the engine E is stopped and the rotational speed is controlled by the power running torque of the motor generator MG.

  Therefore, by generating negative torque in the engine, it is possible to effectively reduce the input side rotational speed of the stepped automatic transmission AT, and smooth upshift without using the regenerative torque of the motor generator Can be achieved.

  (2) Fuel injection is stopped in the first rotational speed control in which the rotational speed of the power source (engine E + motor generator MG) is decreased at a first gradient from the start of the inertia phase to the predetermined rotational speed, and the upshift is completed from the predetermined rotational speed. The fuel injection is resumed in the second rotational speed control in which the rotational speed is decreased to a later rotational speed with a second gradient smaller than the first gradient.

  Therefore, it is possible to effectively reduce the rotational speed of the power source at the initial stage of the inertia phase, and to avoid the influence of the inertia torque on the output shaft torque at the latter stage of the inertia phase.

  Next, Example 2 will be described. Since the basic configuration is the same as that of the first embodiment, only different points will be described.

  In the first embodiment, when controlling the rotational speed of the motor generator MG at the initial stage of the inertia phase, the rotational speed control is executed using the power running torque of the motor generator MG. In contrast, in the second embodiment, the torque of the motor generator MG is set to 0, and the amount of negative engine torque at the time of fuel cut is transmitted to the motor generator MG, that is, the engagement torque capacity control of the first clutch CL1. The difference is that the rotational speed control of the motor generator MG is executed.

  FIG. 5 is a flowchart showing the rotational speed control of the second embodiment. Since steps S201 to S202 and steps S300 and S301 to S304 are the same as those in the first embodiment, only different steps will be described.

  In step S213, torque Tm of motor generator MG is set to zero. This avoids unnecessary energy consumption.

  In step S214, the engagement torque capacity of first clutch CL1 is controlled, and feedback control is executed so that the rotational speed of motor generator MG matches the actual motor generator rotational speed.

  That is, the engine torque generates a large negative torque along with the fuel cut. This negative torque is transmitted to motor generator MG as it is when the engagement torque capacity of first clutch CL1 is large, and attempts to greatly reduce the rotational speed of motor generator MG. On the other hand, when the engagement torque capacity of first clutch CL1 is small, it is not so much transmitted to motor generator MG, and the rotational speed of motor generator MG is not greatly reduced.

  Using this relationship, when the actual motor generator rotational speed is lower than the target rotational speed, the engagement torque capacity of the first clutch CL1 is reduced to suppress the rate of decrease in the rotational speed of the motor generator MG, and the actual motor generator rotational speed is reduced. When the number is higher than the target rotational speed, the engagement torque capacity of first clutch CL1 is increased to increase the speed of decrease in rotational speed of motor generator MG.

  In step S310, it is determined whether or not the actual motor generator speed Nm and the actual engine speed Ne substantially match. If it is determined that they substantially match, the process proceeds to step S311 and the first clutch CL1 is completely engaged. To do. If they do not match, wait until they match. Thereby, the engagement shock accompanying the complete engagement of the first clutch CL1 is avoided. As the fuel cut ends, the engine torque Te suddenly rises. At this time, even if the engine speed Ne is about to increase, the first clutch CL1 is in the slip state, so that the engine speed fluctuation can be absorbed smoothly.

  The operation based on the flowchart will be described. FIG. 6 is a time chart when an upshift request is output in the HEV travel mode, and the SOC is high and the regenerative torque cannot be used in the motor generator MG. Since time t1 to t3 is the same as that in the first embodiment, the description thereof is omitted.

  When the start of the inertia phase is detected at time t3, the motor generator torque Tm is set to 0 and the control is switched to the rotation speed control by the first clutch CL1.

  When the motor generator torque Tm becomes 0 at time t31 and it is determined that a torque larger than the engine torque Te is required to match the target rotational speed, the engagement torque capacity of the first clutch CL1 is reduced. Thereby, the negative torque transmitted from engine E to motor generator MG is reduced. Thereafter, the engine rotational speed Ne is greatly decreased from the motor generator rotational speed Nm.

  When the motor generator rotation speed Nm reaches a predetermined rotation speed at time t4, the fuel cut is stopped. At this time, since the engine speed Ne and the motor generator speed Nm substantially coincide with each other, the first clutch CL1 is shifted to complete engagement at the same time. Even if the engine speed Ne is greatly reduced and does not match the actual motor generator speed, the fuel injection has been resumed. It matches the motor generator speed Nm. In this way, it is possible to avoid the engagement shock by waiting until the two substantially coincide with each other and then completely engaging the first clutch CL1.

  Since time t5 is the same as that in the first embodiment, the description thereof is omitted.

As described above, in the second embodiment, the following effects can be obtained in addition to the effects described in the first embodiment.
(3) When the SOC is equal to or higher than a predetermined value, the engine fuel injection is stopped and the rotational speed is controlled by the engagement torque capacity control of the first clutch CL1.

  Therefore, by generating negative torque in the engine, it is possible to effectively reduce the input side rotational speed of the stepped automatic transmission AT, and smooth upshift without using the regenerative torque of the motor generator Can be achieved. As the fuel cut ends, the engine torque Te suddenly rises. At this time, even if the engine speed Ne is about to increase, the first clutch CL1 is in the slip state, so that the engine speed fluctuation can be absorbed smoothly.

  (4) When the fuel injection is stopped, the torque Tm of the motor generator MG is set to zero. Therefore, useless energy consumption can be avoided.

  As mentioned above, although demonstrated based on Example 1, 2, it is not restricted to the said structure, Other structures can be taken in the range which does not deviate from the scope of the present invention.

  For example, in the first and second embodiments, the FR type hybrid vehicle has been described. However, an FF type hybrid vehicle may be used.

  In the first embodiment, the first clutch CL1 is completely engaged, and in this state, the rotational speed is controlled by the power running torque of the motor generator MG. In the second embodiment, the engagement torque capacity of the first clutch CL1 is not used. Although the rotational speed control is performed by the control, it may be controlled by appropriately combining these. For example, since there is a limit in responsiveness in the engagement torque capacity control of the first clutch CL1, power running torque may be appropriately generated in the motor generator so as to compensate for the limit. Further, the controllability of the first clutch CL1 may be adjusted to a range where the controllability of the first clutch CL1 is good in a state where the power running torque is generated, and the engagement torque capacity control of the first clutch CL1 may be executed within the range.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a rear-wheel drive hybrid vehicle according to a first embodiment. 3 is a flowchart illustrating an upshift control process performed in the integrated controller according to the first embodiment. 3 is a flowchart illustrating a rotation speed control process according to the first embodiment. 6 is a time chart when an upshift request is output in the HEV traveling mode of the first embodiment, the SOC is further high, and the regenerative torque cannot be used in the motor generator MG. 6 is a flowchart illustrating a rotation speed control process according to the second embodiment. FIG. 10 is a time chart when an upshift request is output in the HEV traveling mode of the second embodiment and the SOC is high and the regenerative torque cannot be used in the motor generator MG.

Explanation of symbols

E engine
CL1 1st clutch
MG motor generator
CL2 2nd clutch
AT automatic transmission 1 engine controller 2 motor controller 3 inverter 4 battery 5 first clutch controller 6 first clutch hydraulic unit 7 AT controller 8 second clutch hydraulic unit 9 brake controller 10 integrated controller

Claims (4)

A power source in which an engine and a motor generator are arranged in series;
A stepped automatic transmission interposed between the motor generator and drive wheels;
A battery that charges and discharges with the motor generator;
Battery state detection means for detecting the storage amount of the battery;
During the inertia phase in the upshift of the stepped automatic transmission, if the amount of charge is greater than or equal to a predetermined value, the fuel injection of the engine is stopped and the motor generator control is switched from torque control to rotation speed control. the upshift control means for controlling to the rotation speed of the power source consistent with the desired rotational speed,
Control apparatus for a hybrid vehicle, wherein the kite comprising a. In the hybrid vehicle control device according to claim 1,
The upshift control means stops fuel injection in the first rotation speed control for decreasing the rotation speed of the power source from the start of the inertia phase to a predetermined rotation speed with a first gradient, and after the upshift is completed from the predetermined rotation speed The hybrid vehicle control device restarts the fuel injection in the second rotational speed control in which the rotational speed is decreased to a second rotational speed that is smaller than the first gradient up to the rotational speed . In the hybrid vehicle control device according to claim 2,
The control apparatus for a hybrid vehicle, wherein the rotation speed control means sets the torque of the motor generator to 0 when fuel injection is stopped. In the hybrid vehicle control device according to any one of claims 1 to 3,
The rotational speed control means stops fuel injection in the first rotational speed control for reducing the rotational speed of the power source from the start of the inertia phase to a predetermined rotational speed with a first gradient, and after the upshift is completed from the predetermined rotational speed The hybrid vehicle control device restarts the fuel injection in the second rotational speed control in which the rotational speed is decreased to a second rotational speed that is smaller than the first gradient up to the rotational speed.

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