JP5401377B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle equipped with a twin clutch type transmission.

  A hybrid vehicle having a combination of an engine and a motor generator includes a transmission having a large number of gear trains selectively operable between an output shaft and two input shafts, and the first input shaft is Twin-clutch speed change provided so that it can be connected to the engine via the first clutch, the second input shaft can be connected to the motor generator, and can be connected to the engine or the first input shaft via the second clutch Some have a machine. This twin clutch type transmission can perform only the switching operation of the first clutch and the second clutch at the time of shifting by performing pre-shifting to engage the meshing clutch of the next shift position before shifting, It is intended to reduce a sense of incongruity caused by missing driving force during shifting and shorten the shifting time (see Patent Document 1).

Japanese Patent No. 3952005

  In the above prior art, an energy supply source at the time of pre-shifting is an engine, and thereby the energy necessary for driving the vehicle that is insufficient is supplemented by a motor, thereby suppressing unintended driving force changes at the time of pre-shifting by the driver. Although there is no sense of incongruity, the clutch slip is accompanied not only in clutch-to-clutch but also in pre-shifting, so the energy absorbed by the clutch is increased compared to a general twin-clutch transmission, and the twin clutch Wear resistance and heat resistance measures are required.

  Accordingly, an object of the present invention is to provide a control device for a hybrid vehicle that can reduce the energy absorbed by the twin clutch and improve the wear resistance and heat resistance of the twin clutch.

To achieve the above object, the invention according to claim 1, the engine (e.g., engine E in the embodiment) and the motor-generator (e.g., motor generator M in the embodiment) Rutotomoni said provided as a drive source of the vehicle A starter generator linked to the engine is provided , and the first gear train (for example, the first clutch CL1 in the embodiment) and the second clutch (for example, the second clutch CL2 in the embodiment) are switched by switching between the first clutch (for example, the first clutch CL1 in the embodiment). The second gear 2G, the fourth gear 4G, and the sixth gear 6G in the embodiment and the second gear train (for example, the first gear 1G, the third gear 3G, and the fifth gear 5G in the embodiment) are switched to change the speed. includes a twin clutch transmission, the second drive shaft on the downstream side of the second clutch of the twin clutch type transmission (e.g. If, with connecting motor generator via the outer drive shaft 13) in the embodiment, the drive wheels via the second gear train (for example, drive wheels 5 in the embodiment) is connected, downstream of the first clutch the first drive shaft on the side (e.g., the outermost drive shaft 15 in the embodiment) drive wheels and through the first gear train is connected, switch in the released state the second clutch from the engaged state, the first clutch As a preparation for performing a shift change for switching from the released state to the engaged state , the rotational speed of the first drive shaft is set when pre-shifting by a meshing clutch (for example, the meshing clutches S1 to S4 in the embodiment) is performed. the energy required to raise the engine side by the capacity control of the first clutch is switched to an engaged state from a released state A control device for a hybrid vehicle that compensates for a driving force loss generated thereby as a preshift torque by driving at least one of the starter generator and the motor generator, wherein the preshift is completed In this case, after the transition to the inertia phase and the compensation for the driving force loss is completed, the starter generator generates power with the engine while reducing the clutch capacity of the second clutch, or a battery (for example, implementation) The engine 7 is driven close to the target speed after the shift change by driving the starter generator with the battery 7) to assist driving the engine.

According to the second aspect of the present invention, when the shift change is a shift up and the pre-shift is completed, the engine shifts to an inertia phase, and the starter generator generates power with the engine to reduce the engine speed. It is close to the target rotational speed after the shift change .

  The invention described in claim 3 is characterized in that the meshing clutch is a switching mechanism including a dog clutch having no synchronization function.

  The invention described in claim 4 is characterized in that a preshift torque is compensated by using the starter generator.

The invention described in claim 5 is, in the inertia phase until the engine speed becomes the target speed after the shift change, it performs electric by the starter-generator by the engine while reducing the clutch capacity of the second clutch Alternatively, the starter generator is driven by a battery to assist driving of the engine to release the second clutch and fasten the first clutch.

According to the first aspect of the present invention, torque fluctuation during pre-shifting can be suppressed, and the driver does not feel uncomfortable. In addition, by reducing the torque capacity of the first clutch in the inertia phase to a minimum and quickly bringing the engine speed close to the next stage target speed with a responsive starter generator, for example, the slip generated in the first clutch Loss can be reduced, fuel efficiency can be improved, and energy absorbed by the first clutch can be reduced to improve wear resistance and heat resistance.
According to the second aspect of the invention, in addition to the above effect, the engine speed can be quickly reduced to the next target engine speed, improving the responsiveness, and improving the fuel efficiency by the generated power that can be captured by the starter generator. It can be improved.
According to the invention described in claim 3, since the switching mechanism does not have a synchronization function, an inexpensive device can be used.
According to the fourth aspect of the present invention, it is possible to improve fuel efficiency by lowering the engine output and suppressing fluctuations in the engine output while keeping the engine output at the most efficient net fuel consumption rate (BSFC).
According to the fifth aspect of the present invention, the engine speed can be quickly shifted to the target speed with the starter generator having quick response, and the response is improved.

1 is an overall configuration diagram of a hybrid vehicle according to an embodiment of the present invention. It is a whole block diagram equivalent to FIG. 1 in case a shift position is the 3rd speed. It is a whole block diagram equivalent to FIG. 1 at the time of pre-shifting to the 4th speed. FIG. 2 is an overall configuration diagram corresponding to FIG. 1 when the shift position is 4th gear. It is a flowchart figure which shows the process by management ECU. It is a time chart figure. It is a principal part detail drawing of FIG.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 schematically shows a hybrid vehicle equipped with a twin clutch transmission according to a first embodiment of the present invention. In this hybrid vehicle 1, an engine E and a motor generator M are arranged on one side in the longitudinal direction of the crankshaft, and on the other side, a twin clutch comprising a pair of clutches is arranged. A starter generator SG is linked to the crankshaft of the engine E via a belt transmission device V.

  The hybrid vehicle 1 rotates through an engine E as a drive source, a twin clutch type transmission 2 having a first clutch CL1 and a second clutch CL2 as a pair of clutches, a differential gear 4, and an output shaft 3. Drive wheel 5 to be driven, motor generator M linked to transmission 2 and functioning as a drive source and generator, inverter 6 connected to motor generator M, motor generator connected to inverter 6 and functioning as a drive source A battery 7 for driving M and charging power generated by a motor generator M functioning as a generator, and a management (MG) ECU 8 as a control device for controlling various devices including the inverter 6 and the battery 7 are provided. Yes.

Further, a starter generator SG is connected to the engine E via a belt transmission device V. The starter generator SG starts the engine E, and at the time of pre-shifting by the meshing clutches S1 to S4 prior to the shift change, the starter generator SG corresponds to the engine speed that changes after switching between the first clutch CL1 and the second clutch CL2. Power generation and driving to lower or increase engine speed. An inverter 16 is connected to the starter generator SG, and the inverter 16 is connected to the battery 7 and the management ECU 8. Here, dog clutches having no sync function are used as the meshing clutches S1 to S4. Note that a switching mechanism that does not include a synchronization mechanism other than the dog clutch may be used. Of course, it is needless to say that a clutch having a synchronization function can be used.
Therefore, like the motor generator M, the starter generator SG also functions as a generator that assists the drive of the engine E through the inverter 16 by the power of the battery 7 and also drives the engine E through the inverter E. Charge to 7.

  Here, the management ECU 8 is an ECU that integrates a plurality of ECUs (not shown) such as an engine ECU that controls the engine E, a motor generator M, and a motor ECU that controls the starter generator SG. The following description will be given on the assumption that the management ECU 8 itself has the functions of a plurality of ECUs such as an ECU.

In the transmission 2, a clutch housing 11 of the second clutch CL <b> 2 is connected to a drive shaft 9 integrated with a crankshaft of the engine E connected to the flywheel 10. The second clutch CL2 is a twin clutch that shares the clutch housing 11 with the first clutch CL1. The clutch body 12 of the second clutch CL2 is connected to an outer drive shaft 13 that encloses the drive shaft 9 in a rotatable manner, and the rotor MR of the motor generator M is integrally connected to the outer drive shaft 13. A resolver R is provided in the stator MS of the motor generator M. A signal from the resolver R is sent to the management ECU 8.
The clutch body 14 of the first clutch CL1 is integrally connected to an outermost drive shaft 15 that is rotatably disposed outside the outer drive shaft 13.

  The second clutch CL2 connects the clutch body 12 to the clutch housing 11 by supplying hydraulic oil to the pump P2, thereby driving the driving force of the drive shaft 9 connected to the engine E to the external drive connected to the motor generator M. The first clutch CL1 transmits the driving force of the drive shaft 9 connected to the engine E to the outermost drive shaft 15 by supplying hydraulic oil to the pump P1. These pumps P1, P2 are driven and controlled by command values from the management ECU 8. The management ECU 8 receives an accelerator pedal opening signal from the accelerator pedal AP, an operation signal for a paddle shift PS provided on the steering handle, and a signal for an automatic shift and manual shift switch SW. Further, the engine revolution number N (crank angle sensor) and a revolution number signal of the revolution number 5 N provided on the output shaft 3 of the drive wheel 5 are also sent to the management ECU 8.

The outer drive shaft 13 includes a first speed drive gear 20, a third speed drive gear 21, and a seventh speed drive gear 22 coaxially and integrally.
The outermost drive shaft 15 connected to the first clutch CL1 is integrally provided with a second speed drive gear 23 and a fourth speed drive gear 24 coaxially.
A first counter which is two counter shafts arranged so as to be distributed to the drive shaft 9, the outer drive shaft 13 and the outermost drive shaft 15 in parallel with the drive shaft 9, the outer drive shaft 13 and the outermost drive shaft 15. A shaft 31 and a second counter shaft 32 are provided. The driving force of the engine E and the driving force of the motor generator M are distributed to the first counter shaft 31 and the second counter shaft 32 and transmitted to the output shaft 3.

The first counter shaft 31 is provided so that the first speed gear 1G and the third speed gear 3G are selected via the meshing clutch S1 and are always meshed so that power can be transmitted. The fourth speed gear 4G and the R (reverse) gear are provided. The RG is selected through the meshing clutch S2 and is always meshed so that power can be transmitted.
The second counter shaft 32 is provided so that the fifth speed gear 5G and the seventh speed gear 7G are selected via the meshing clutch S3 and are always meshed so that power can be transmitted, and the second speed gear 2G and the sixth speed gear 6G are provided. It is selected through the meshing clutch S4 and is always meshed so that power can be transmitted.

The first speed gear 1G meshes with the first speed drive gear 20, and the third speed gear 3G and the fifth speed gear 5G mesh with the third and fifth speed drive gear 21. The 2nd speed gear 2G meshes with the 2nd speed drive gear 23, and the 4th speed gear 4G and 6th speed gear 6G mesh with the 4th and 6th speed drive gear 24. The R gear RG is linked to the output shaft 3 via a gear (not shown) and a differential gear 4.
The first counter shaft 31 is provided with a first counter gear 25 and the second counter shaft 32 is coaxially provided with a second counter gear 26, and the first counter gear 25 and the second counter gear 26 are output shafts via the differential gear 4. 3 is linked.

  Next, based on FIGS. 2 to 4, when the vehicle is set to automatic shift by the switch SW, the pre-shift is performed as shown in FIG. 3 from the third speed traveling shown in FIG. The situation of shifting up to 4-speed traveling will be described. In addition, what is drawn with the thick line in the figure shows the element to which the driving force is transmitted, and the idling element.

  2, the meshing clutch S1 is on the third speed side, the first clutch CL1 is in the released state, and the second clutch CL2 is in the engaged state, so the engine E and the motor generator M are in the direct connection state. The sum of the driving force of the engine E and the driving force of the motor generator M is from the output shaft 3 via the third and third speed drive gears 21 to 3G, the first counter shaft 31, the first counter gear 25, and the differential gear 4. It is transmitted to the drive wheel 5. Here, the second counter shaft 32 only rotates through the second counter gear 26 along with the rotation from the output shaft 3. The first speed gear 1G is idled via the first speed drive gear 20, the fifth speed gear 5G is idled via the third and fifth speed drive gear 21, and the seventh speed gear 7G is idled via the seventh speed drive gear 22.

  From the state shown in FIG. 2, pre-shifting is performed prior to shifting to the fourth speed traveling. That is, as shown in FIG. 3, first, the first clutch CL1 is connected with a low engagement force, and then the meshing clutch S1 remains on the third speed side, and the meshing clutch S2 is switched to the fourth speed side and pre-shifted. To complete. Here, when the first clutch CL1 is engaged, the energy required to increase the rotation speed of the first clutch CL1, that is, the outermost drive shaft 15, is obtained from the engine E by the capacity control of the first clutch CL1, Is compensated by driving the starter generator SG (or the motor generator M, or both the starter generator SG and the motor generator M). This is also a load when the meshing clutch S2 is meshed with the fourth speed, and this is also compensated by the starter generator SG and the motor generator M.

Further, the meshing clutch S2 is meshed with the resolver R of the motor generator M connected to the second clutch CL2 while viewing the rotational position.
Therefore, when the meshing clutch S2 is switched to the fourth speed side, the fourth speed gear 4G starts to rotate together with the first counter shaft 31, and the outermost drive shaft 15 rotates through the fourth and sixth speed drive gears 24.

  Next, the clutch capacity of the second clutch CL2 in the engaged state is decreased, and the clutch capacity of the first clutch CL1 is kept constant. Here, although it is necessary to reduce the engine speed to the target value in the fourth speed travel after the upshifting, the engine E generates power with the starter generator SG, and the generated power is stored in the battery 7 or the motor generator M is driven. The engine speed is gradually reduced by using it.

Next, as shown in FIG. 4, the second clutch CL <b> 2 and the meshing clutch S <b> 1 are already disengaged, and the first clutch CL <b> 1 is switched to the engaged state, thereby completing the shift to the high speed.
In this fourth speed running state, the meshing clutch S2 is on the fourth speed side, the first clutch CL1 is in the engaged state, and the second clutch CL2 is in the released state, so the driving force from the motor generator M is cut off and the engine E Only the driving force from the starter generator SG is transmitted to the outermost drive shaft 15, and from the fourth and sixth speed drive gear 24 to the second speed gear 4G, the first counter shaft 31, the first counter gear 25, the differential gear 4, and the output shaft. 3 is transmitted to the drive wheel 5.
Here, the 6th speed gear 6G, the 2nd speed drive gear 23 and the 2nd speed gear 2G, which are meshed with the 4th speed gear 4G and the 4th and 6th speed drive gear 24, are rotating, and the 6th speed gear 6G and the 2nd speed gear 2G are 2 It idles on the counter shaft 32.

FIG. 5 is a flowchart showing processing performed by the management ECU 8 when shifting up from the third speed travel to the fourth speed travel.
In step S1, when the pre-shift to the fourth speed is performed, the first clutch CL1 is brought into contact with a low engagement force simultaneously with the start of the pre-shift, so that it is necessary to increase the rotation speed of the first clutch CL1, that is, the outermost drive shaft 15. Energy is taken away from the driving force of the engine E. Therefore, if no measures are taken, the driver will feel uncomfortable, so it is necessary to compensate for the energy lost. The energy for compensating the driving force is calculated, and the process proceeds to step S2.

  In step S2, the starter generator SG is driven by the battery 7 corresponding to the energy calculated in step S1, and the first clutch CL1 is connected with a low engagement force simultaneously with the start of the preshift. By driving the starter generator SG, the driving force to the engine E is compensated, and the process proceeds to step S3. Here, when the engine driving force is compensated by the starter generator SG (preshift torque compensation), the starter generator SG is driven while the engine E is operating at the most efficient net fuel consumption rate (BSFC). Thus, the preshift torque is generated by the starter generator SG. It is also possible to compensate for the driving force to the engine by the motor generator M or by the starter generator SG and the motor generator M instead of the starter generator SG.

  In step S3, the meshing clutch S2 is switched to the fourth speed side. The meshing clutch S2 is switched while the position of the rotor of the motor generator M is detected by the resolver R. In step S4, it is determined whether or not the engagement (pre-shift) of the meshing clutch S2 is completed. If the preshift is not completed in step S4, the process returns to step S3. If it is determined in step S4 that the preshift has been completed, the process proceeds to step S5.

  In step S5, the engine E drives the starter generator SG to generate electric power to reduce the engine speed. At the same time, the second clutch CL2 maintains the low engagement force in step S2 while the first clutch CL1 maintains the release side. The electric power obtained by the power generation of the starter generator SG is charged to the battery 7 via the inverter 16 or used as electric power for driving the motor generator M. That is, by generating power with the starter generator SG, the torque applied from the engine E to the first clutch CL1 can be reduced by the amount reduced by the starter generator SG, and the engine torque is applied directly to the first clutch CL1. Thus, it is possible to prevent the first clutch CL1 from slipping.

  Next, in step S6, it is determined whether or not the engine speed matches the target speed for the fourth speed (or falls within a predetermined range). In step S5, by generating power with the motor generator SG, the engine speed decreases by the amount that the driving force of the engine E is taken out, and coincides with the target speed at the fourth speed (or falls within a predetermined range). This is because the first clutch CL1 is engaged at the timing. In step S6, if the engine speed has not decreased to the target speed of the fourth speed, the process proceeds to step S5.

  If it is determined in step S6 that the engine speed matches the target speed of the fourth speed (becomes within a predetermined range), the clutch capacity of the first clutch CL1 is increased by a certain amount in step S7, and step S8 is performed. Finally, the first clutch CL1 is engaged at the engagement force upper limit value. The timing for releasing the third-speed meshing clutch S1 is between step S5 and step S7.

FIG. 6 shows a time chart when shifting up from the third speed travel to the fourth speed travel.
Since the accelerator pedal is depressed at time t0, the engine speed gradually increases to prepare for a shift up to the fourth speed. Further, in the third speed traveling, the second clutch CL2 is engaged at the engagement force upper limit value, and the first clutch CL1 is released, so that the rotation speed of the motor generator M directly connected to the engine E is the same as the engine rotation speed. It has become. The meshing clutch S2 on the fourth speed side is released.

  In this state, when pre-shifting is started at time t1, the first clutch CL1 comes into contact with a low engagement force. By the operation of the first clutch CL1, the rotational speed of the outermost drive shaft 15 that has been zero until now rises, so that the energy required for this is taken away from the driving force of the engine E. Therefore, the starter generator SG is driven by the battery 7 because it is necessary to supplement the driving force of the engine E by the deprived amount. Therefore, the starter generator SG shows a positive torque. The starter generator SG continues to be driven until time t2, which is the start timing of the inertia phase. Further, the mesh clutch S2 starts operating before time t2, and is engaged at time t2. The vehicle drive shaft torque slightly decreases by the amount corrected by the starter generator SG at time t1.

  Time t2 to time t3 indicate an inertia phase, and time t3 to time t4 indicate a torque phase. Here, the inertia phase indicates a state in which the first clutch CL1 is in the engaged state after completion of the preshift, but the output of the engine E is not yet transmitted to the drive wheels 6, and the torque phase is the output of the engine E. Shows the situation where is transmitted to the drive wheel 5.

In the inertia phase from time t2 to time t3, the engaging force of the second clutch CL2 is gradually decreased, and the second clutch CL2 is released at time t3. In the first clutch CL1, the low engagement force set with the start of the preshift is maintained. After the engine speed gradually decreases, it matches the speed of the outermost drive shaft 15. On the other hand, the rotation speed of the first clutch CL1, that is, the rotation speed of the outermost drive shaft 15 gradually increases. Engine torque decreases. Therefore, the torque of the motor generator M is increased in order to eliminate the shock by the amount that the engine torque has decreased.
The vehicle drive shaft torque slightly decreases at time t2 because the fastening force of the second clutch CL2 decreases.

  Here, since the engine speed is lower at the fourth speed than at the third speed, it must be reduced in accordance with the target engine speed of the fourth speed, so that the engine E generates power by the starter generator SG. This generated electric power is stored in the battery 7 or used as it is for driving the motor generator M. Here, when determining the clutch torque of the first clutch CL1 of the next stage necessary for reducing the engine speed, the torque that can be generated by the starter generator SG is taken into consideration, and the corresponding amount of the first clutch CL1 Torque can be reduced.

In the torque phase, the engine speed increases again in accordance with the rotation of the outermost drive shaft 15, and the torque of the engine E increases accordingly. On the other hand, the torque of the motor generator M is reduced. At this time, the engaging force of the first clutch CL1 increases stepwise and reaches the engaging force upper limit at time t4. At this time t4, the torque of the motor generator M drops to the initial value.
The vehicle drive shaft torque slightly decreases by the amount corrected by the starter generator SG at times t2 to t3, reaches a steady state at t3 to t4, and finally reaches time t0 after time t4 after the shift up to the fourth speed. The torque is lower than the drive shaft torque at this time.

  According to the above embodiment, when pre-shifting to shift up from the third speed to the fourth speed, the first clutch CL1 is first engaged with a low engagement force. The energy required to increase the rotational speed of the first clutch CL1, that is, the outermost drive shaft 15, is obtained from the engine E by the capacity control of the first clutch CL1, and the engine driving force loss generated thereby is determined by the starter. Since it compensates by driving generator SG, a torque fluctuation can be suppressed and it does not give a driver uncomfortable feeling. Further, it is possible to eliminate torque fluctuation when the meshing clutch S2 is switched to the fourth speed side.

  Further, when the phase shifts to the inertia phase after completion of the pre-shift, as shown in FIG. 7, the engine speed NE needs to be reduced to the target speed of the fourth speed. It is possible to quickly reduce the engine speed by generating electric power. Therefore, the torque of the first clutch CL1 in the portion indicated by hatching (the upper edge is indicated by the chain line) can be reduced by that amount, and the slip of the first clutch CL1 can be suppressed by the amount that the clutch torque can be reduced. This can reduce the loss caused by slipping and improve fuel efficiency. In FIG. 7, the clutch torque of the first clutch CL1 is indicated by a solid line, and the clutch torque of the second clutch CL2 is indicated by a broken line.

Here, when determining the clutch torque of the first clutch CL1 required for reducing the engine speed NE, the torque that can be generated by the starter generator SG is taken into consideration, and the torque of the first clutch CL1 corresponding to that torque is taken into consideration. Should be reduced.
Moreover, since loss due to slipping can be reduced, the wear resistance and heat resistance of the first clutch can be improved.

  Therefore, even if the engine torque fluctuates in the inertia phase, by generating power with the starter generator SG, the engine output can be made the most efficient net fuel consumption rate (BSFC) and the fuel efficiency can be improved. Further, since the generated power can be obtained by the starter generator SG, the fuel efficiency can be improved.

And since a meshing position can be set using the resolver R of the motor generator M, since the dog clutch which is not provided with the synchro function can be used as the meshing clutch S1-S4, it can be set as an inexpensive apparatus.
Since the preshift torque is applied by the starter generator SG during the preshift, the engine output can be maintained at the most efficient net fuel consumption rate (BSFC), and fuel efficiency can be improved.

  The present invention is not limited to the above-described embodiment, and has been described by taking the case of shifting up from the 3rd speed to the 4th speed as an example, but similarly in other cases of shifting up from other odd-numbered stages to even-numbered stages. Applicable. Further, when downshifting from an odd-numbered stage to an even-numbered stage, for example, the present invention can be applied to a case where downshifting is performed from the third speed to the second speed. In this case, since the engine E can be driven and assisted using the starter generator SG using the power of the battery 7, the engine speed can be matched with the target speed when the second speed is achieved. However, while operating the engine E at the most efficient net fuel consumption rate (BSFC), the shortage can be compensated by the starter generator SG to increase the engine speed.

E Engine M Motor generator CL1 First clutch CL2 Second clutch 2G, 4G, 6G First gear train 1G, 3G, 5G Second gear train 13 Outer drive shaft (second drive shaft)
5 Drive wheel 15 Outermost drive shaft (first drive shaft)
S1 to S4 meshing clutch 7 battery

Claims (5)

Comprises a starter generator which is associated with Rutotomoni said engine comprising an engine and a motor generator as a driving source of the vehicle, shifting by switching the first gear train and the second gear train by switching the first clutch and the second clutch Equipped with a twin clutch transmission,
Wherein the downstream side of the second clutch of the twin clutch type transmission with connecting motor generator via the second drive shaft, the drive wheels via the second gear train is connected, downstream of the first clutch drive wheel first drive shaft and through the first gear train is connected to,
As a preparation for performing a shift change to switch the second clutch from the engaged state to the released state, and to switch the first clutch from the released state to the engaged state ,
The energy required to raise the rotational speed of the first drive shaft, together with the obtained from the engine side by the capacity control of the first clutch is switched to an engaged state from the released state, the driving force loss generated by it A hybrid vehicle control device that compensates for pre-shift torque by driving at least one of the starter generator and the motor generator,
When the pre-shift is completed, the phase shifts to an inertia phase, and after the compensation for the driving force loss is completed, the starter generator generates power with the engine while reducing the clutch capacity of the second clutch, or A hybrid vehicle control device, wherein the starter generator is driven by a battery to assist driving of the engine, thereby bringing the engine speed close to the target speed after the shift change . When the shift change is a shift up and the pre-shift is completed, the phase shifts to an inertia phase, and the engine generates power with the starter generator to reduce the engine rotational speed to the target rotational speed after the shift change. The control device for a hybrid vehicle according to claim 1, wherein the control device is close.   3. The control apparatus for a hybrid vehicle according to claim 1, wherein the meshing clutch is a switching mechanism including a dog clutch having no synchronization function. The hybrid vehicle control device according to any one of claims 1 to 3, wherein prestart torque is compensated using the starter generator. In the inertia phase until the engine speed becomes the target speed after the shift change, it drives the starter-generator by the the second the engine while reducing the clutch capacity of the clutch to generate electricity in the starter-generator or the battery, 5. The hybrid vehicle control device according to claim 1, wherein the engine is driven to assist to release the second clutch and fasten the first clutch. 6.

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