CN107813693B - 混合动力车辆的控制装置 - Google Patents

混合动力车辆的控制装置 Download PDF

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Publication number
CN107813693B
CN107813693B CN201710788288.7A CN201710788288A CN107813693B CN 107813693 B CN107813693 B CN 107813693B CN 201710788288 A CN201710788288 A CN 201710788288A CN 107813693 B CN107813693 B CN 107813693B
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input shaft
transmission
power
internal combustion
combustion engine
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CN107813693A (zh
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岩下秀暁
三松尚亨
喜多野和彦
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/946—Characterized by control of driveline clutch

Abstract

本发明提供一种混合动力车辆的控制装置，其进行能够仅利用两个变速机构中的一个变速机构而行驶般的控制。所述混合动力车辆的控制装置包括：引擎及马达；变速器，具有连接于马达且选择性地连接于引擎的第一输入轴、选择性地连接于引擎的第二输入轴、将动力输出至驱动轮的输出轴、包含选择性地连结于第一输入轴的多个变速用齿轮的第一变速机构及包含选择性地连结于第二输入轴的另外多个变速用齿轮的第二变速机构；以及电子控制单元，所述混合动力车辆的控制装置的特征在于：关于电子控制单元，当在引擎未工作时第一变速机构的任一变速用齿轮未卡合的情况下，使用马达并经由第一输入轴而使引擎启动。

Description

混合动力车辆的控制装置
技术领域
本发明涉及一种具备作为动力源的内燃机及电动机的混合动力车辆的控制装置。
背景技术
已知有除了内燃机(引擎)以外具备电动机(马达)作为动力源的混合动力型车辆。作为此种混合动力型车辆中使用的变速器，有如下双离合器式变速器，所述双离合器式变速器具备：由奇数档(1、3、5速档等)的变速档构成的能够将第一变速机构的第一输入轴与内燃机断接的奇数档离合器、以及由偶数档(2、4、6速档等)的变速档构成的能够将第二变速机构的第二输入轴与之断接的偶数档离合器，通过相互交替连接这两个断接机构而进行变速。另外，此种双离合器式变速器有将电动机的旋转轴连结于第一变速机构的第一输入轴的构成的变速器(例如，参照专利文献1)。
然而，此种混合动力车辆中，也考虑到在意外事件中第一变速机构或第二变速机构中其中一个变速机构无法挂挡(in gear)的情况。该情况下，即便当另一个变速机构可正常挂挡的情况下，若无法进行用以使用另一个变速机构的适当的控制，则控制装置中必须判断为无法行驶。因此，之前，在一个变速机构无法挂挡的情况下，车辆无法行驶。
[现有技术文献]
[专利文献]
[专利文献1]日本专利特开2016-013732号公报
发明内容
[发明所要解决的课题]
本发明是鉴于所述方面而成者，其目的在于提供一种混合动力车辆的控制装置，进行能够仅利用两个变速机构中的一个变速机构而行驶般的控制。
[解决课题的技术手段]
为了解决所述课题，关于本发明的混合动力车辆的控制装置10，包括：作为动力源的内燃机2与电动机3；变速器4，具有连接于电动机3且经由第一动力传递元件C1而选择性地连接于内燃机2的第一输入轴IMS、经由第二动力传递元件C2而选择性地连接于内燃机2的第二输入轴SS、将动力输出至驱动轮WL，WR的输出轴CS、包含选择性地连结于第一输入轴IMS的多个变速用齿轮50、73、75、77的第一变速机构G1及包含选择性地连结于第二输入轴SS的另外多个变速用齿轮72、74、76的第二变速机构G2；以及控制部11，执行第一变速机构G1及第二变速机构G2的变速用齿轮50、72、73、74、75、76、77的选择、第一动力传递元件C1及第二动力传递元件C2的操作、与内燃机2及电动机3的运转控制，所述混合动力车辆的控制装置10的特征在于：关于控制部11，当在内燃机2未工作时第一变速机构G1的任一变速用齿轮50、73、75、77未卡合的情况下，使用电动机3并经由第一输入轴IMS而使内燃机2启动。
如此，当在内燃机2未工作时第一变速机构G1的任一变速用齿轮50、73、75、77未卡合的情况下，进行使用电动机3并经由第一输入轴IMS而使内燃机2启动的控制，由此当控制部11检测到第一变速机构G1的任一变速用齿轮50、73、75、77未卡合的情况下，在驾驶员未要求启动内燃机2的情况下内燃机2启动。此处，若联接第二动力传递元件C2，则来自内燃机2的动力传递至第二变速机构G2，因此即便第一变速机构G1的变速用齿轮不卡合，车辆也可行驶。另外，在第二变速机构G2的变速用齿轮不卡合时，若将内燃机2或电动机3的动力传递至第一变速机构G1，则车辆可行驶。因此，可仅利用两个变速机构中的一个变速机构行驶。
另外，所述混合动力车辆的控制装置10中，特征也可在于：关于控制部11，当在内燃机2未工作时第一变速机构G1的变速用齿轮50、73、75、77未卡合的情况下，在使用电动机3而使内燃机2启动前，将第一变速机构G1设为不存在自第一输入轴IMS朝输出轴CS的动力传递的状态。
如此，在使用电动机3而使内燃机2启动前，将第一变速机构G1设为不存在自第一输入轴IMS朝输出轴CS的动力传递的中立状态，由此可防止内燃机2的启动前自第一输入轴IMS朝输出轴CS的动力传递。
另外，所述混合动力车辆的控制装置10中，特征还可在于：关于控制部11，当将第一变速机构G1设为不存在自第一输入轴IMS朝输出轴CS的动力传递的状态的情况下，使用电动机3而使第一输入轴IMS旋转，判断由所述旋转而产生的动力是否传递至输出轴CS。如此，当将第一变速机构G1设为不存在自第一输入轴IMS朝输出轴CS的动力传递的状态的情况下，暂时使用电动机3而使第一输入轴IMS旋转，判断由所述旋转而产生的动力是否传递至输出轴CS。此处，当动力未传递至输出轴CS的情况下，第一变速机构G1确实地自第一输入轴IMS脱档(off gear)。因此，通过判断动力是否传递至输出轴CS，可在内燃机2的启动前更确实地进行设为不存在自第一输入轴IMS朝输出轴CS的动力传递的状态。
另外，所述混合动力车辆的控制装置10中，特征还可在于：关于控制部11，使用电动机3而使内燃机2启动后，操作第二动力传递元件C2，将内燃机2的动力传递至第二输入轴SS。由此，即便第一变速机构G1的变速用齿轮50、73、75、77未卡合，也可使用连结于第二输入轴SS的第二变速机构G2进行变速，因此车辆可行驶。
再者，所述括号内的符号表示后述实施形态所对应的构成元件的符号而作为本发明的一例。
[发明的效果]
根据本发明的混合动力车辆的控制装置，可进行能够仅利用两个变速机构中的一个变速机构而行驶般的控制。
附图说明
图1是表示具备混合动力车辆的控制装置的混合动力车辆的构成例的概略图。
图2是图1所示的变速器的框架图。
图3是表示马达启动模式的动力传递路径的框架图。
图4是表示利用引擎的动力并使用第二变速机构行驶时的动力传递路径的框架图。
图5是表示使用马达启动模式的顺序的流程图。
具体实施方式
以下，参照随附附图对本发明的实施形态进行详细说明。图1是表示具备本实施形态的混合动力车辆的控制装置10的混合动力车辆的构成例的概略图。如图1所示，本实施形态的车辆1是具备作为动力源的引擎2(内燃机)及马达3(电动机)的混合动力汽车的车辆。
车辆1还具备：用以控制马达3的逆变器12、电池13、变速器4、差速器机构5、左右传动轴6R、6L、以及左右驱动轮WR、WL。另外，引擎2包含柴油引擎或涡轮引擎等。引擎2与马达3的旋转驱动力经由变速器4、差速器机构5及传动轴6R、6L而传递至左右驱动轮WR、WL。
另外，车辆1具有具备作为控制部的电子控制单元(Electronic Control Unit，ECU)11的控制装置10，所述控制部用以分别运转控制引擎2、马达3、变速器4、差速器机构5、逆变器12及电池13。
ECU 11不仅以一个单元构成，而且也可由例如用以控制引擎2的引擎ECU、用以控制马达3或逆变器12的马达发电机ECU、用以控制电池13的电池ECU、用以控制变速器4的AT-ECU等多个ECU构成。本实施形态的ECU 11根据加速器踏板AP的操作不仅发出对引擎2的燃料供给的指令，而且也发出对马达3的输出等指令。另外，即便当未进行加速器踏板AP的操作的情况下，也视需要使用马达3而发出启动引擎2的指令。详情将后述。
引擎2是如下内燃机：根据加速器踏板AP的操作而进行染料喷射的指令，并将染料与空气混合而燃烧，由此产生用以使车辆1行驶的驱动力。马达3在引擎2与马达3的协同行驶或者仅马达3的单独行驶时利用电池13的电能而产生用以使车辆1行驶的驱动力。另外，在车辆1减速时，马达3因马达3的再生而作为发电的发电机(Generator)发挥功能。在马达3再生时，电池13因马达3所发出的电(再生能)而受到充电，在马达3之间进行电的授受。
另外，ECU 11中输入有多个控制参数的各种控制信号。作为控制信号，例如为来自检测出加速器踏板AP的踏入量的加速器踏板传感器31的加速器踏板开度、来自检测出制动踏板的踏入量的制动踏板传感器32的制动踏板开度、来自检测出齿轮档(变速档)的变速位置传感器(shift position sensor)33的变速位置、来自检测出车速的车速传感器34的车速、来自测定电池13的蓄电量(电荷状态(SOC：State of Charge))的蓄电量传感器35的蓄电量、来自同步位置传感器36的各同步齿合(synchro mesh)机构的位置、配置于旋转轴且测量动力的转矩传感器37等。ECU 11基于来自这些传感器的信息来进行控制。
接下来，对本实施形态的车辆1所具备的变速器4的构成进行说明。图2是图1所示的变速器4的框架图。本实施形态的变速器4为前进7速、后退1速的平行轴式变速器(transmission)，且为干式双离合器式变速器(DCT：Dual Clutch Transmission)。
变速器4具有经由第一离合器C1(第一动力传递元件)而选择性地连接于引擎2的机械输出轴2a的第一输入轴IMS、经由第二离合器C2(第二动力传递元件)而选择性地连接于引擎2的机械输出轴2a的第二输入轴SS、以及经由变速齿轮机构而与第一输入轴IMS及第二输入轴SS连接的输出轴CS。
第一输入轴IMS中配设有奇数档(1、3、5、7速)用齿轮，第二输入轴SS中配设有偶数档(2、4、6速)用齿轮。输出轴CS连接于差速器机构5，使驱动轮WR、WL产生作为与所选择的变速档相对应的旋转输出的驱动力。
另外，在第一输入轴IMS的一端侧配设有行星式齿轮机构50。马达3的转子3a连接于第一输入轴IMS，马达3的转子3a以使行星式齿轮机构50的周围转动的方式构成。利用此种构成，变速器4以引擎2及马达3作为车辆1的动力源，从而作为混合动力车辆的变速器发挥功能。
外侧主轴OMS连接于第二离合器C2的输出侧，该外侧主轴OMS以构成第一输入轴IMS的外筒的方式与第一输入轴IMS配置成同心状。外侧主轴OMS经由惰轮轴IDS而时常卡合于倒挡轴RVS及第二输入轴SS，第二离合器C2的旋转输出传递至倒挡轴RVS及第二输入轴SS。各轴相互平行。
对用以实现奇数档的变速档的第一变速机构G1进行说明。在第一输入轴IMS上，3速驱动齿轮73、7速驱动齿轮77、5速驱动齿轮75分别能够相对旋转地配置成同心状。在3速驱动齿轮73与7速驱动齿轮77之间以可在轴方向上滑动的方式设有3-7速同步齿合机构83，且对应于5速驱动齿轮75，以可在轴方向上滑动的方式设有5速同步齿合机构85。
在利用此种构成选择所需奇数变速档用齿轮(作为1速驱动齿轮的行星式齿轮机构50、3速驱动齿轮73、5速驱动齿轮75、7速驱动齿轮77)的任一者时，使配置于第一输入轴IMS的一个或多个第一同步卡合部(1速同步齿合机构81、3-7速同步齿合机构83、5速同步齿合机构85)移动。由此，所选择的所需变速档连结于第一输入轴IMS。
第一变速机构G1的各驱动齿轮在设于输出轴CS上的输出齿轮中与对应的齿轮咬合。具体而言，3速驱动齿轮73咬合于第一输出齿轮91，7速驱动齿轮77咬合于第二输出齿轮92，5速驱动齿轮75咬合于第三输出齿轮93。通过以所述方式进行咬合，而旋转驱动输出轴CS。
对用以实现偶数档的变速档的第二变速机构G2进行说明。在第二输入轴SS上，2速驱动齿轮72、6速驱动齿轮76、4速驱动齿轮74分别能够相对旋转地配置成同心状。在2速驱动齿轮72与6速驱动齿轮76之间以可在轴方向上滑动的方式设有2-6速同步齿合机构82，且对应于4速驱动齿轮74，以可在轴方向上滑动的方式设有4速同步齿合机构84。
在利用此种构成选择所需偶数变速档用齿轮(2速驱动齿轮72、4速驱动齿轮74、6速驱动齿轮76)的任一者时，使配置于第二输入轴SS的一个或多个第二同步卡合部(2-6速同步齿合机构82、4速同步齿合机构84)移动。由此，所选择的变速档连结于第二输入轴SS。
第二变速机构G2的各驱动齿轮在设于输出轴CS上的输出齿轮中与对应的齿轮咬合。具体而言，2速驱动齿轮72咬合于第一输出齿轮91，6速驱动齿轮76咬合于第二输出齿轮92，4速驱动齿轮74咬合于第三输出齿轮93。通过以所述方式进行咬合，而旋转驱动输出轴CS。
在第一输入轴IMS的靠近马达3的一端配置有行星式齿轮机构50。行星式齿轮机构50具备恒星齿轮51、游星齿轮52、冕状齿轮(ring gear)55，恒星齿轮51固定于第一输入轴IMS，与第一输入轴IMS及马达3一体旋转。冕状齿轮55固定于变速器4的壳体，以自游星齿轮52的齿轮架(carrier)53产生变速输出的方式构成。
在行星式齿轮机构50的导轮53与第一输入轴IMS上的3速驱动齿轮73之间设有1速同步齿合机构81。根据1速齿轮档的选择，所述1速同步齿合机构81导通(ON)，由此导轮53与第一输入轴IMS上的3速驱动齿轮73连接。如此导轮53的旋转驱动力经由3速驱动齿轮73及第一输出齿轮91而旋转驱动输出轴CS。
对用以实现倒挡档的倒挡变速机构GR进行说明。倒挡轴RVS固定有卡合于惰轮轴IDS的齿轮97。进而，在倒挡轴RVS的外周设有用于将倒挡轴RVS选择性地联接于第一输入轴IMS的倒挡齿轮档。倒挡齿轮档包含：可相对旋转并同心地设于倒挡轴RVS的倒挡驱动齿轮98、用以选择性地将倒挡驱动齿轮98联接于倒挡轴RVS的倒挡同步齿合机构89、以及以咬合于倒挡驱动齿轮98的方式固定于第一输入轴IMS的齿轮78。
倒挡同步齿合机构89在倒挡轴RVS的轴方向上可滑动。在前进行驶时，倒挡轴RVS不卡合于倒挡驱动齿轮98。另一方面，在后退行驶时，倒挡轴RVS卡合于倒挡驱动齿轮98。
本实施形态的混合动力驱动装置中，当在不使用引擎2而仅利用马达3行驶(电动汽车(electric vehicle，EV)行驶)时发生第一变速机构G1与第二变速机构G2的任一者不卡合的事件的情况下，使用马达3而驱动引擎2。即，当发生所述事件的情况下，停止仅利用马达3的行驶，驱动引擎2，由此切换为使用可卡合的其他的第一变速机构G1或第二变速机构G2而行驶的控制。接下来对详情进行说明。
使用图3，当第一变速机构G1的任一变速用齿轮不卡合的情况下，对使用马达3而使引擎2启动的控制、即“马达启动模式”进行说明。图3是表示马达启动模式的动力传递路径的框架图。再者，所述马达启动模式中，无需驾驶员的操作或指令。
在第一变速机构G1的任一变速用齿轮不卡合(挂挡)时，使作为配设于第一输入轴IMS的奇数档齿轮的行星式齿轮机构50、3速驱动齿轮73、5速驱动齿轮75及7速驱动齿轮77非卡合(脱档)。再者，为了使奇数档齿轮脱档，将作为配设于第一变速机构G1的同步机构的1速同步齿合机构81、3-7速同步齿合机构83及5速同步齿合机构85设为非卡合的状态。如此，若将第一变速机构G1的所有的同步机构设为非卡合，则第一输入轴IMS的由旋转而产生的动力不会传递至输出轴CS。
而且，若在使奇数档齿轮脱档的状态下联接第一离合器C1，则如图3的点划线所示，马达3的驱动力经由第一输入轴IMS而传递至引擎2的机关输出轴2a。由此，引擎2启动。
使用图4，对在利用马达启动模式启动引擎2后利用引擎2驱动第二变速机构G2的变速用齿轮的状态进行说明。图4是表示利用引擎2的动力并使用第二变速机构G2行驶时的动力传递路径的框架图。该图中，对第二变速机构G2中使2-6速同步齿合机构82同步而齿合2速驱动齿轮72的状态进行例示并加以说明。
当利用引擎2驱动第二变速机构G2的2速驱动齿轮72的情况下，使2-6速同步齿合机构82的同步轴套(synchro sleeve)移动至2速驱动齿轮72侧。由此，2速驱动齿轮72联接。而且，若联接第二离合器C2，则如4的点划线所示，由引擎2而产生的动力自外侧主轴OMS经由惰轮轴IDS而传递至第二输入轴SS。接下来，动力经由2-6速同步齿合机构82而传递至2速驱动齿轮72，进而传递至与2速驱动齿轮72咬合的第一输出齿轮91，由此传递至输出轴CS。传递至输出轴CS的动力经由差速器机构5而传递至驱动轮WR、WL。
使用图5，对在第一变速机构G1的任一变速用齿轮不卡合(挂挡)时ECU 11使用马达起始模式的顺序进行说明。图5是表示使用马达起始模式的顺序的流程图。
首先，车辆1的行驶中，判断在引擎2未工作时是否为使马达3工作的行驶(EV行驶)(步骤S1)。步骤S1中，当已经使用引擎2行驶的情况下，无须使用马达启动模式，因此结束控制。
步骤S1中，当判断为EV行驶的情况下，判断第一变速机构G1是否正常进行挂档(步骤S2)。当正常进行挂档的情况下，无须使用马达启动模式，因此结束控制。也可使用由同步位置传感器36获得的信息来判断是否正常进行挂档。
步骤S2中，当挂档无法正常进行的情况下、即挂档故障的情况下，禁止利用奇数档齿轮的行驶(步骤S3)。因此，进行使奇数档齿轮脱档的指示(步骤S4)、即、使奇数档的同步齿合机构为中立(neutral)状态的指示。由此，可将第一变速机构G1设为不存在自第一输入轴IMS朝输出轴CS的动力传递的状态。
为使得根据步骤S4的指示确实地使奇数档齿轮全部脱档，进行脱档确认作业(步骤S5)。例如，使用马达3而使第一输入轴IMS旋转，判断由所述旋转而产生的动力是否传递至输出轴CS。例如也可在输出轴CS上设置转矩传感器37，并使用其来进行所述判断。或者，也可使用同步位置传感器36，判断第一输入轴IMS的各奇数档的同步齿合机构的位置，而进行奇数档的脱档确认。
步骤S5中，当判断为确实地进行了奇数档齿轮的脱档的情况下，联接第一离合器C1(步骤S6)，进行作为利用马达3的引擎2启动的马达启动模式(步骤S7)。由此，不借助驾驶员的操作或指令，引擎2启动。
之后，在开放第一离合器C1后，操作第二离合器C2而联接。当联接第二离合器C2的情况下，如上所述，动力自引擎2传递至第二输入轴SS，因此使用第二变速机构G2而使车辆1行驶。
如以上所说明般，根据本实施形态的混合动力车辆的控制装置10，当在引擎2未工作时第一变速机构G1的任一变速用齿轮不卡合的情况下，进行使用马达3并经由第一输入轴IMS而使引擎2启动的控制。由此，当ECU 11检测到第一变速机构G1的任一变速用齿轮不卡合的情况下，在驾驶员未要求启动引擎2的情况下引擎2启动。
此处，若联接第二离合器C2，则来自引擎2的动力传递至第二变速机构G2，因此即便第一变速机构G1的变速用齿轮不卡合，车辆也可行驶。再者，在第二变速机构G2的变速用齿轮不卡合时，若将引擎2或马达3的动力传递至第一变速机构G1，则车辆可行驶。因此，仅利用两个变速机构中的一个变速机构也可行驶。
另外，所述混合动力车辆的控制装置10中，若在使用马达3而使引擎2启动前，将第一变速机构G1设为不存在自第一输入轴IMS朝输出轴CS的动力传递的状态，则可防止利用马达3启动引擎2前自第一输入轴IMS朝输出轴CS的动力传递。
另外，所述混合动力车辆的控制装置10中，特征还可在于：关于ECU 11，当将第一变速机构G1设为不存在自第一输入轴IMS朝输出轴CS的动力传递的状态的情况下，使用马达3而使第一输入轴IMS旋转，判断由所述旋转而产生的动力是否传递至输出轴CS。如此，当将第一变速机构G1设为不存在自第一输入轴IMS朝输出轴CS的动力传递的状态的情况下，暂时使用马达3而使第一输入轴IMS旋转，判断由所述旋转而产生的动力是否传递至输出轴CS。此处，当动力未传递至输出轴CS的情况下，第一变速机构G1确实地自第一输入轴IMS脱档。因此，通过判断动力是否传递至输出轴CS，可在利用马达3启动引擎2前更确实地进行设为不存在自第一输入轴IMS朝输出轴CS的动力传递的状态。
另外，所述混合动力车辆的控制装置10中，特征还可在于：关于ECU 11，使用马达3而使引擎2启动后，操作第二离合器C2，将引擎2的动力传递至第二输入轴SS。由此，即便第一变速机构G1的变速用齿轮未卡合，也可使用连结于第二输入轴SS的第二变速机构G2进行变速，因此车辆可行驶。
以上，对本发明的实施形态进行了说明，但本发明并不限定于所述实施形态，可在权利要求书及说明书与附图中记载的技术性思想范围内进行各种变形。

Claims (2)

1.一种混合动力车辆的控制装置，包括：
作为动力源的内燃机与电动机；
变速器，具有连接于所述电动机且经由第一动力传递元件而选择性地连接于所述内燃机的第一输入轴、经由第二动力传递元件而选择性地连接于所述内燃机的第二输入轴、将动力输出至驱动轮的输出轴、包含选择性地连结于所述第一输入轴的多个变速用齿轮的第一变速机构及包含选择性地连结于所述第二输入轴的另外多个变速用齿轮的第二变速机构；以及
控制部，执行所述第一变速机构及所述第二变速机构的变速用齿轮的选择、所述第一动力传递元件及所述第二动力传递元件的操作、与所述内燃机及所述电动机的运转控制，
所述混合动力车辆的控制装置的特征在于：
关于所述控制部，当在所述内燃机未工作时所述第一变速机构的变速用齿轮未卡合的情况下，使用所述电动机而使所述内燃机启动，
关于所述控制部，当在所述内燃机未工作时所述第一变速机构的变速用齿轮未卡合的情况下，在使用所述电动机而使所述内燃机启动前，将所述第一变速机构设为不存在自所述第一输入轴朝所述输出轴的动力传递的状态，
关于所述控制部，当将所述第一变速机构设为不存在自所述第一输入轴朝所述输出轴的动力传递的状态的情况下，使用所述电动机而使所述第一输入轴旋转，判断由所述旋转而产生的动力是否传递至所述输出轴。
2.根据权利要求1所述的混合动力车辆的控制装置，其特征在于：关于所述控制部，使用所述电动机而使所述内燃机启动后，操作所述第二动力传递元件，将所述内燃机的动力传递至所述第二输入轴。
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