Abstract: While a vehicle is traveling in an automatic driving mode, an auto-driving oil pressure changing unit makes the engagement pressure of hydraulic oil supplied to a release-side engagement device to be released during a downshift of a stepwise shifting unit, higher than the engagement pressure set during traveling in a manual driving mode, so that retraction of the acceleration due to a drop of drive torque during the downshift is reduced. At this time, an auto-driving rotating machine controller makes drive-side MG2 torque generated from a second rotating machine, larger than that generated during traveling in the manual driving mode, so as to speed up the progress of the downshift, and prevent retraction of the acceleration from being prolonged.

Abstract: A vehicle control device performs learning to correct a parameter used in a control program for controlling a vehicle. The vehicle control device stores learning data obtained by the learning in a storage unit. The vehicle control device determines whether or not a part controlled by the parameter has been replaced, and resets the learning data stored in the storage unit when it is determined that the part has been replaced. The vehicle control device determines that the part has been replaced based on an adjustment that is performed upon replacement of the part. The vehicle control device quickly mitigates degradation of the controllability of the vehicle after replacement of the part.

Abstract: A control device for a vehicle includes an electronic control unit configured to: execute driving assistance control for driving the vehicle at least by automatically controlling a speed irrespective of a driving operation of a driver; execute regenerative braking using a rotator at a time of deceleration during travel under the driving assistance control, and to restrict downshift of an automatic transmission when a demanded deceleration amount for the vehicle is equal to or lower than a predetermined deceleration amount; and execute the regenerative braking using the rotator at the time of deceleration during the travel under the driving assistance control, and not to restrict the downshift when the demanded deceleration amount is higher than the predetermined deceleration amount.

Abstract: A vehicle anomaly analysis apparatus for analyzing an anomaly having occurred in a shift control operation executed in an automatic transmission of a vehicle, by using a rotational speed changed in process of the shift control operation. The vehicle anomaly analysis apparatus specifies cause of the anomaly in the shift control operation, by applying an anomaly-cause specifying model that indicates a relationship between a manner of chronological change of a racing amount and the cause of the anomaly in the shift control operation, to the manner of the chronological change of the racing amount upon occurrence of the anomaly in the shift control operation. The racing amount is an amount of increase of the rotational speed in the process of the shift control operation, relative to a reference rotational speed that is based on a gear ratio and an output rotational speed of the automatic transmission.

Abstract: Since a maximum rotation speed of a second rotary machine is set to a lower value when a supercharging pressure is high than when the supercharging pressure is low, an engine torque decreases with an rotation speed of the second rotary machine which is relatively low and the rotation speed is less likely to fall into a high-rotation state. When the supercharging pressure is relatively low and the rotation speed is less likely to reach an upper-limit rotation speed of the second rotary machine, the maximum rotation speed is set to a relatively high value. Accordingly, the engine torque does not decrease to the rotation speed which is relatively high and power performance can be easily secured. As a result, it is possible to prevent a decrease in power performance due to the decrease in the engine torque and to prevent the rotation speed from falling into a high-rotation state.

Abstract: When an acceleration request is issued, an electronic control unit for a hybrid vehicle performs control for producing an acceleration feeling of setting a target engine rotation speed to an initial rotation speed (=basic initial value+initial value correction value) which is lower than an optimal-fuel-efficiency rotation speed at which required engine power is able to be most efficiently output and increasing the engine rotation speed from the initial rotation speed to the optimal-fuel-efficiency rotation speed at a rotation speed increase rate (=basic increase rate+increase rate correction value) based on the elapse of time. When the target supercharging pressure is high, the initial value correction value is set to a greater value and the increase rate correction value is set to a greater value than when the target supercharging pressure is low.

Abstract: A vehicle control apparatus for controlling a vehicle through a control program using at least one parameter. The at least one parameter is corrected by respective at least one correction value that is obtained after start of execution of a learning operation. The vehicle control apparatus includes: a learning-data storage portion configured to store, as learning data, the at least one correction value obtained after the start of the execution of the learning operation; and a learning-data rewrite portion configured, when the control program is updated, to execute a rewriting operation for rewriting the at least one correction value as the learning data from a pre-update correction value to a post-update correction value, such that the post-update correction value has the same sign as the pre-update correction value, and an absolute value of the post-update correction value is smaller than an absolute value of the pre-update correction value.

Abstract: It is determined whether chargeable and dischargeable electric power of a battery which is a power storage device are limited. When it is determined that the chargeable and dischargeable electric power of the battery is limited, an electric power balance target value of the battery during gear shifting control in a stepped gear shifting unit which is a mechanical gear shifting mechanism is calculated. A smaller value is calculated as a change rate limit value when the chargeable and dischargeable electric power is small than when the chargeable and dischargeable electric power is great, and the calculated change rate limit value is used to perform gear shifting control in the stepped gear shifting unit.

Abstract: There are provided a controller and a control method for a hybrid vehicle including an engine with a supercharger serving as a drive power source for travel, a rotary machine serving as a drive power source for travel, and a power storage device configured to transmit and receive electric power to and from the rotary machine. The controller determines whether an operation of the supercharger is limited, compensates for a torque shortage of the engine due to limitation of the operation of the supercharger by a torque of the rotary machine when it is determined that the operation of the supercharger is limited, and curbs a decrease in an amount of electric power stored in the power storage device more when it is determined that the operation of the supercharger is limited than when it is determined that the operation of the supercharger is not limited.

Abstract: An MG1 torque at a time of decreasing an engine speed of an engine is made larger when a turbocharging pressure by a turbocharger is higher than when the turbocharging pressure is lower. In this way, even if the losses of pumps of the engine differ due to the remaining turbocharging pressure during a transition of stopping the engine in turbocharging, it is possible to appropriately reduce the engine speed. Therefore, when the engine is being brought to a stop, it is possible to appropriately suppress vibration generated in the vehicle.

Abstract: When a speed difference between a maximum rotation speed and an engine rotation speed, that is, an actual rotation speed difference, is equal to or less than a margin rotation speed difference, an engine operating point is changed such that the actual rotation speed difference becomes greater than the margin rotation speed difference. Accordingly, the speed difference between the maximum rotation speed and the engine rotation speed is prevented from becoming equal to or less than the margin rotation speed difference. As a result, since a relatively sufficient margin is secured in the difference between the maximum rotation speed and the engine rotation speed, it is possible to prevent the engine rotation speed from falling into a high-rotation state in which the engine rotation speed exceeds the maximum rotation speed.

Abstract: When braking of the electric vehicle is performed, the braking is controlled based on a target braking split ratio which is a target value of the ratio of the braking force that is applied to the rear wheels to a total braking force that is applied to the front and rear wheels. In this case, an initial value of the target braking split ratio is set to a value within an allowable range about a transmission split ratio when braking of the electric vehicle is started while the electric vehicle is being braked by the motor, the transmission split ratio being the ratio of a braking force that is transmitted from a drive shaft to the rear wheels via a driving force split device to a total braking force that is transmitted from the drive shaft to the front and rear wheels via the driving force split device.

Abstract: An MG1 torque at a time of decreasing an engine speed of an engine is made larger when a turbocharging pressure by a turbocharger is higher than when the turbocharging pressure is lower. In this way, even if the losses of pumps of the engine differ due to the remaining turbocharging pressure during a transition of stopping the engine in turbocharging, it is possible to appropriately reduce the engine speed. Therefore, when the engine is being brought to a stop, it is possible to appropriately suppress vibration generated in the vehicle.

Abstract: Because an EOP starts operating from when a decrease in discharge flow rate of an MOP is predicted or detected, a PL actual pressure that should be obtained with a PL command pressure set to a value for a required transmission torque is more easily maintained even when the discharge flow rate of the MOP becomes insufficient. After a lapse of a predetermined period of time from the start of operation of the EOP, the PL command pressure is temporarily set to a value higher than the value for the required transmission torque, and a regulator valve is controlled to operate to close a drain port. Therefore, the operation of the EOP in a high PL actual pressure is reduced, and a delay in response of a pressure regulating operation of the regulator valve in the process of reduction of the discharge flow rate of the MOP is reduced.

Abstract: When a speed difference between a maximum rotation speed and an engine rotation speed, that is, an actual rotation speed difference, is equal to or less than a margin rotation speed difference, an engine operating point is changed such that the actual rotation speed difference becomes greater than the margin rotation speed difference. Accordingly, the speed difference between the maximum rotation speed and the engine rotation speed is prevented from becoming equal to or less than the margin rotation speed difference. As a result, since a relatively sufficient margin is secured in the difference between the maximum rotation speed and the engine rotation speed, it is possible to prevent the engine rotation speed from falling into a high-rotation state in which the engine rotation speed exceeds the maximum rotation speed.

Abstract: A vehicle includes driving wheels, driven wheels, a drive device connected to a drive shaft, a drive force distribution device, and an electronic control unit configured to execute a moderate change process on a required torque required for the drive shaft to set a target torque to be output to the drive shaft when the torque output to the drive shaft changes and crosses a value of zero. The electronic control unit is configured to control the drive device such that the target torque is output to the drive shaft, and set the target torque such that a change in the target torque with respect to a change in the required torque is more moderate when the driving side distribution ratio is small compared with the change in the target torque with respect to the change in the required torque when the driving side distribution ratio is large.

Abstract: An electronic control unit of a vehicle includes (a) a target operating point setting unit that calculates a request driving force requested for a vehicle, and set a target engine operating point through a slow change process for obtaining an engine output that slowly changes with respect to a request engine output implementing the request driving force, (b) a smoothing factor setting unit that changes a smoothing factor used for the slow change process according to an amount of change in a turbocharging pressure in the engine and sets the smoothing factor to a smaller value when the amount of change in the turbocharging pressure is smaller than when the amount of change in the turbocharging pressure is larger, and (c) a drive controller that controls the engine and the continuously variable transmission such that the engine operating point is the target engine operating point.

Abstract: A hybrid vehicle with an engine and a rotary machine each coupled to a drive wheel in a power transmittable manner, comprises: an electronic control device that makes the rotary machine output a starting-time compensation torque to compensate a drop in a drive torque caused in a starting process of the engine in addition to a running torque when the engine is started while the vehicle is in a running state in which the drive torque is generated by the rotary machine and the engine is in a stopped state. The electronic control device starts the engine such that a starting-time inertia torque that is generated according to starting of the engine and causes the drop in the drive torque is made smaller when a torque margin of the rotary machine which is applied to the starting-time compensation torque is relatively small than when the torque margin is relatively large.

Abstract: Since a supercharging pressure from a supercharger decreases when an actual rotation speed difference is equal to or less than a margin rotation speed difference, a response delay of an engine torque due to a response delay of the supercharging pressure in a high rotation curbing control unit can be appropriately curbed. A shortage of the engine torque with respect to a required engine torque due to a decrease in the supercharging pressure by a supercharging pressure decreasing unit is compensated for using an torque of a second rotary machine. Accordingly, it is possible to curb a decrease in power performance due to a decrease in the supercharging pressure and to prevent an engine rotation speed from falling into a high-rotation state in which the engine rotation speed exceeds a maximum rotation speed.

Abstract: In a vehicle condition in which an engine rotation speed is likely to exceed a maximum rotation speed, since supercharging by a supercharger is curbed, it is possible to curb an increase in an engine torque. Even when the engine rotation speed exceeds the maximum rotation speed, the engine rotation speed is made less likely to increase by control of decreasing the engine torque. In a vehicle condition in which the engine rotation speed is less likely to exceed the maximum rotation speed, since a supercharging pressure becomes relatively high, it becomes easier to secure power performance. Accordingly, it is possible to curb a decrease in power performance due to curbing of supercharging and to prevent an engine from falling into a high-rotation state in which the engine rotation speed exceeds the maximum rotation speed.