JP2007118718A - Controller for drive unit for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a drive unit for a vehicle capable of restraining torsional resonance from getting large by a rotary member including an electric transmission connected to a first driving force source. <P>SOLUTION: This controller for the drive unit for the vehicle is provided with the electric transmission and a rotation condition switching mechanism in a power transmission route from the first driving force source to wheels, and the rotation condition switching mechanism has a clutch for controlling a transmission state of power. The controller is provided with a torsional resonance judging means (step S1, S2, S3, S4) for judging torsional resonance in the rotary member including the electric transmission, with torque transmission to the electric transmission, and a resonance restraining means (step S5) for controlling a torque capacity of the clutch when the torsional resonance is generated. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a drive control device for a hybrid vehicle having a plurality of driving force sources for transmitting power to wheels.

  Conventionally, a hybrid vehicle equipped with an engine and a motor / generator as a plurality of driving force sources is known. In such a hybrid vehicle, the fuel consumption is improved while taking advantage of the characteristics of the engine and the motor / generator, and It is possible to reduce the exhaust gas. Thus, an example of a hybrid vehicle having an engine and a motor / generator as driving force sources is described in Patent Document 1.

  The hybrid vehicle described in Patent Document 1 has an engine and an assist motor as driving force sources, and a motor is provided in addition to the assist motor. First, the engine power is transmitted to the drive wheels via the drive shaft and the axle. A planetary gear is provided in a path from the engine to the drive shaft. The planetary gear has a sun gear and a ring gear, and a carrier holding a pinion gear meshed with the sun gear and the ring gear as three rotating elements, the carrier is connected to the engine side, and the sun gear is connected to the rotor of the motor. . A ring gear shaft is connected to the ring gear of the planetary gear, and a rotor of the assist motor is connected to the ring gear shaft. Further, a speed change mechanism is provided on a path from the ring gear shaft to the drive shaft. The speed change mechanism includes a sun gear and a ring gear, and a carrier for holding a pinion gear meshed with the sun gear and the ring gear as three rotating elements. The carrier of the speed change mechanism is connected to the ring gear shaft, and the ring gear of the speed change mechanism is driven by the drive. It is connected to the shaft. A clutch that selectively engages and disengages the carrier of the speed change mechanism and the ring gear of the speed change mechanism, and a brake that prevents rotation of the sun gear of the speed change mechanism are provided.

The engine torque is input to the planetary gear carrier, and the motor is caused to function as a reaction force element, whereby the torque output from the ring gear is transmitted to the ring gear shaft. Here, regenerative control (power generation control) is performed by the motor that is the reaction force element, and the generated electric power is charged to the battery, and the rotational speed of the planetary gear is controlled by controlling the rotational speed of the motor. It is possible to control the gear ratio, which is a ratio with the rotational speed of the ring gear, in a stepless manner. Further, it is possible to drive the assist motor so as to control the engine output in accordance with the required driving force in the vehicle and compensate for the shortage of the actual engine torque relative to the target engine torque. In the speed change mechanism, the coupled state for transmitting engine power to the drive shaft includes the speed-up coupled state in which the clutch is turned off and the brake is turned on, and the brake is turned off by turning on the clutch. The direct connection state can be selectively switched. A hybrid vehicle provided with a first driving force source and a motor / generator as driving force sources is also described in Patent Document 2.
JP 2000-346187 A JP 2005-1112019 A

  However, in the hybrid vehicle described in Patent Document 1 described above, when torque is transmitted to the engine via the planetary gear, for example, when the engine is started by the torque of the motor, torsional resonance occurs in the planetary gear. There was a fear of getting bigger.

  The present invention has been made against the background of the above circumstances, and is a power transmission system including an electric transmission coupled to a first driving force source, and is capable of suppressing an increase in torsional resonance. It aims to provide a control device.

  In order to achieve the above object, the invention of claim 1 is provided with an electric transmission in the power transmission path from the first driving force source to the wheels, and is more effective than the electric transmission in the power transmission path. A mechanically configured rotational state switching mechanism is provided on the downstream side, and the rotational state switching mechanism controls a power transmission state and has a clutch that is engaged / released. And a torsional resonance determining means for determining whether or not torsional resonance is generated in a power transmission system including the electric transmission when torque is transmitted to the electric transmission. In the case where it is determined that the torque is generated, a resonance suppression means for controlling the torque capacity of the clutch is provided.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the rotation state switching mechanism includes a transmission capable of changing a transmission gear ratio between the input rotation member and the output rotation member, and the clutch is engaged. -It has the structure by which the gear ratio is controlled by switching release.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect, the electric transmission includes a first planetary gear mechanism, and the first planetary gear mechanism is arranged coaxially. And a first carrier for holding a pinion gear meshed with the first sun gear and the first ring gear. The first carrier is a member of the electric transmission. The first ring gear corresponds to an output element of the electric transmission, the first sun gear corresponds to a reaction force element of the electric transmission, and the transmission is coaxial. A second planetary gear mechanism and a third planetary gear mechanism, the second planetary gear mechanism comprising: a second sun gear and a second ring gear; and the second sun gear and the second planetary gear mechanism. Pini meshed with the ring gear The third planetary gear mechanism includes a third sun gear and a third ring gear, and a pinion gear meshed with the third sun gear and the third ring gear. A third carrier that holds the first ring gear and the third sun gear, the second ring gear and the third carrier, and the second carrier. And the third ring gear are connected, the third carrier corresponds to an output rotating member of the transmission, and the clutch connects the first ring gear and the third sun gear to the second gear. A clutch that selectively engages / releases the second carrier, a first brake that selectively switches rotation / stop of the second carrier and the third ring gear, and the second brake And a second brake that selectively switches rotation and stop of the gear, and the resonance suppression means includes means for controlling the torque capacity of the clutch so as to suppress the torsional resonance. It is.

  According to a fourth aspect of the invention, in addition to the configuration of the first aspect, the rotation state switching mechanism can selectively switch between a plurality of modes having different power transmission states by controlling engagement / release of the clutch. And a mode switching mechanism.

  According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the electric transmission includes a first planetary gear mechanism, and the first planetary gear mechanism is arranged coaxially. And a first carrier that holds a pinion gear meshed with the first sun gear and the first ring gear. The first carrier corresponds to the input element. The first ring gear corresponds to the output element, the first sun gear corresponds to the reaction force element, and the mode switching mechanism includes a double-pinion planetary gear mechanism and a single A pinion type planetary gear mechanism, wherein the double pinion type planetary gear mechanism includes a second sun gear and a second ring gear, and a first pinion gear meshed with the second sun gear; A single pinion type planetary gear having a second pinion gear meshed with the second ring gear and the first pinion gear, and a second carrier holding the first pinion gear and the second pinion gear. The mechanism includes a third sun gear and a third ring gear, and a third carrier that holds a pinion gear meshed with the third sun gear and the third ring gear, and the third ring gear includes the third carrier. The wheels are connected to transmit power, the first ring gear and the third sun gear are connected, the second ring gear and the third ring gear are connected, and the second carrier and the second gear are connected. The first carrier for selectively engaging and releasing the first carrier with respect to the third carrier. A clutch, a second clutch that selectively engages / releases the first ring gear and the third sun gear with respect to the second sun gear, and rotation / fixation of the second sun gear are selectively performed. And a reverse brake that selectively switches between rotation and fixation of the second carrier and the third carrier, and the resonance suppression means suppresses the torsional resonance. It is characterized by including a means for controlling the torque capacity.

  According to a sixth aspect of the present invention, in addition to the configuration of any of the first to fifth aspects, the resonance suppression means starts the first driving force source with the torque of the first electric motor, and the second Means for controlling the torque capacity of the clutch so as to suppress the torsional resonance when the first driving force source is started by receiving a reaction force by an electric motor, and so as to suppress the torsional resonance; When controlling the torque capacity of the clutch, the second electric motor is stopped, or the second motor is rotated so that the rotation speed of the second motor matches the input rotation speed of the transmission. It further has electric motor control means for controlling the rotation speed of the electric motor.

  According to a seventh aspect of the present invention, in addition to the structure of any of the first to fifth aspects, the resonance control means suppresses the torsional resonance when the first driving force source is started. Means for controlling the torque capacity of the first drive force source when the torque capacity of the clutch is controlled so as to suppress the torsional resonance. It further has an electric motor control means for controlling the rotational speed of the electric motor of No. 2.

  The invention of claim 8 is characterized in that, in addition to the structure of any one of claims 1 to 7, a second driving force source connected to be able to transmit torque is provided on the input side of the transmission. To do.

  According to a ninth aspect of the present invention, in addition to the configuration of the first or second aspect, the electric transmission includes an input element, a reaction force element, and an output element that are differentially rotatable with respect to each other. An element is connected to the first driving force source, the reaction force element is connected to a first electric motor, the output element is connected to a second electric motor and the rotational state switching mechanism, and the first By controlling the output of the electric motor, the gear ratio between the input element and the output element in the electric transmission can be controlled steplessly.

  According to a tenth aspect of the present invention, in addition to the configuration of any of the first to ninth aspects, the resonance suppression means includes means for controlling the torque capacity of the clutch so as to suppress torsional resonance. It is what.

  According to the first aspect of the present invention, the torque of the first driving force source is transmitted to the electric transmission, and the reaction force of the first driving force source is received by the first electric motor. The torque output from is transmitted to the wheels via the rotation state switching mechanism. Here, the transmission ratio of the electric transmission is controlled by controlling the output of the first electric motor. Further, the power transmission state is controlled by controlling the engagement / release of the clutch of the rotation state switching mechanism. When it is determined that torque is transmitted to the electric transmission and torsional resonance occurs in the power transmission system including the electric transmission, the torque capacity of the clutch is controlled to generate torsional resonance. Can be suppressed.

  According to the second aspect of the invention, in addition to obtaining the same effect as the first aspect of the invention, the torque of the first driving force source is input to the electric transmission and output from the electric transmission. Torque is transmitted to the wheels via the transmission. Further, the gear ratio of the transmission is changed by changing the engagement / release state of the clutch. According to the invention of claim 3, the same effect as that of the invention of claim 2 can be obtained.

  According to the invention of claim 4, in addition to obtaining the same effect as that of the invention of claim 1, a plurality of modes in which the power transmission state is different can be selectively switched by controlling engagement / release of the clutch. Is possible. In the invention of claim 5, the same effect as that of the invention of claim 4 can be obtained.

  According to the sixth aspect of the invention, in addition to obtaining the same effect as that of any of the first to fifth aspects, the second electric motor is used when the torque capacity of the clutch is controlled so as to suppress torsional resonance. Or the rotational speed of the second electric motor can be controlled so that the rotational speed of the second electric motor matches the input rotational speed of the transmission. Therefore, when the reaction force torque of the first motor is received by the second motor and the first driving force source is started, it is possible to suppress a decrease in the torque that starts the first driving force source. Further, when the torque capacity of the clutch is increased after the first driving force source is started, the rotation speed of the second electric motor and the input rotation speed of the transmission coincide with each other. Generation can be suppressed.

  According to the invention of claim 7, in addition to obtaining the same effect as that of any of the inventions of claims 1 to 5, the second electric motor is used when the torque capacity of the clutch is controlled so as to suppress torsional resonance. By controlling the number of rotations, it is possible to suppress an excessive increase in the number of rotations of the first driving force source.

  According to the invention of claim 8, in addition to obtaining the same effect as the invention of any one of claims 1 to 7, the torque of the second driving force source is transmitted to the wheels via the transmission. Is possible.

  According to the invention of claim 9, by controlling the output of the first electric motor, the gear ratio between the input element and the output element in the electric transmission can be controlled steplessly.

  According to the invention of claim 10, in addition to obtaining the same effect as that of any of the inventions of claims 1 to 9, the torque capacity of the clutch is controlled so as to suppress torsional resonance.

  Next, the present invention will be specifically described with reference to the drawings. FIG. 2 shows a configuration example of a power train of a vehicle that can use the present invention. The vehicle Ve shown in FIG. 2 is a hybrid vehicle (hereinafter abbreviated as “vehicle”) of the FR type (front engine / rear drive; engine front and rear wheel drive). The vehicle Ve shown in FIG. 2 has two types of driving force sources. The two types of driving force sources have different motive power generation principles. In this embodiment, the engine 1 and the motor / generator (MG2) 2 are mounted as driving force sources and output from the engine 1 and the motor / generator 2. The power transmission path is configured so that the transmitted power is transmitted to the same wheel (rear wheel) 3 together. The engine 1 that is a driving force source of the vehicle Ve is a power device that burns fuel and converts the heat energy into kinetic energy. As the engine 1, an internal combustion engine or an external combustion engine can be used. In this embodiment, a case where an internal combustion engine such as a gasoline engine, a diesel engine, an LPG engine, or the like is used as the engine 1 will be described. The engine 1 is configured to be able to electrically control output torque by controlling an electronic throttle valve (not shown).

  On the other hand, the motor / generator 2 which is another driving force source is housed in the casing 4, and the motor / generator 2 converts a power running function for converting electric energy into kinetic energy, and converts kinetic energy into electric energy. Combined with regeneration function. The motor / generator 2 includes a rotor 5 and a stator 6, and the stator 6 is fixed to the casing 4. A transmission 7 is provided in the power transmission path from the engine 1 and the motor / generator 2 to the wheels 3, and a power distribution device 8 is provided in the power transmission path from the engine 1 to the transmission 7. ing. The power distribution device 8 shown in FIG. 2 is mainly composed of a single pinion type planetary gear mechanism. That is, the power distribution device 8 rotates a sun gear 10 coaxially arranged with the input shaft 9, a ring gear 11 coaxially arranged with the sun gear 10, and a plurality of pinion gears 12 meshing with the sun gear 10 and the ring gear 11. And a carrier 13 held so as to be freely revolved. The carrier 13 and the input shaft 9 are coupled so as to be able to transmit power, specifically, coupled so as to rotate integrally. Further, the input shaft 9 and the crankshaft 1A of the engine 1 are coaxially arranged, and the crankshaft 1A and the input shaft 9 can transmit power via a damper mechanism, specifically, a torsional damper 1B. It is connected to. The torsional damper 1B is a shock absorber that absorbs torque fluctuations and attenuates vibrations.

  Further, a motor / generator 14 is disposed between the engine 1 and the power distribution device 8 in the axial direction of the input shaft 9. The motor / generator 14 has both a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy. That is, the principle of power generation differs between the engine 1 and the motor generators 2 and 14. The motor / generator 14 includes a rotor 15 and a stator 16, and the stator 16 is fixed to the casing 4. The rotor 15 and the sun gear 10 are coupled so as to be able to transmit power, specifically, coupled so as to rotate integrally.

  On the other hand, the transmission 7 is configured to be capable of changing a gear ratio that is a value obtained by dividing the input rotational speed by the output rotational speed, and the transmission 7 includes two sets of single pinion type idlers arranged coaxially. The star gear mechanisms 17 and 18 are provided. First, the planetary gear mechanism 17 includes a sun gear 19 and a ring gear 20 that are coaxially arranged, and a carrier 22 that holds a pinion gear 21 meshed with the sun gear 19 and the ring gear 20 so as to be capable of rotating and revolving. On the other hand, the planetary gear mechanism 18 includes a sun gear 23 and a ring gear 24 that are arranged on the same axis, and a carrier 26 that holds a pinion gear 25 meshed with the sun gear 23 and the ring gear 24 so that the pinion gear 25 can rotate and revolve. Then, the carrier 22 of the planetary gear mechanism 17 and the ring gear 24 of the planetary gear mechanism 18 are connected so as to rotate integrally, and the carrier 26 of the planetary gear mechanism 18 and the ring gear 20 of the planetary gear mechanism 17 rotate integrally. It is connected to. In other words, the transmission 7 is a so-called CR / CR combination transmission. Further, the rotor 5 of the motor / generator 2 is connected to the ring gear 11 and the sun gear 23, more specifically, connected so as to rotate integrally. An output rotating member 27 is connected to the carrier 26, specifically, connected to rotate integrally, and a differential 28 is provided in a power transmission path from the output rotating member 27 to the wheel 3.

  Next, a mechanism for controlling the transmission ratio of the transmission 7 will be described. A clutch C1 for selectively connecting / disconnecting the carrier 22 to / from the rotor 5 of the motor / generator 2, the ring gear 11 and the sun gear 23 is provided. Is provided. A brake B1 for controlling the rotation / stop of the carrier 22 and the ring gear 24 is provided, and a brake B2 for controlling the rotation / stop of the sun gear 19 is provided. As the clutches such as the clutch C1 and the brakes B1 and B2, either a friction clutch, an electromagnetic clutch, or a meshing clutch may be used. In this embodiment, a friction clutch is used. To do.

  On the other hand, a power storage device 29 capable of transferring power to and from the motor / generator 2 is provided, and an inverter 30 is provided in a circuit between the motor / generator 2 and the power storage device 29. Yes. In addition, a power storage device 31 capable of transferring power to and from the motor / generator 14 is provided, and an inverter 32 is provided in a circuit between the motor / generator 14 and the power storage device 31. Yes. As these power storage devices 29 and 31, secondary batteries, specifically, batteries, capacitors, and the like can be used. In addition, an electric circuit is configured so that power can be directly transferred between the motor / generator 2 and the motor / generator 14 without passing through the power storage devices 29 and 31. Furthermore, a hydraulic control device 33 is provided as an actuator for controlling the clutch C1 and the brakes B1 and B2. The hydraulic control device 33 has a known structure having a hydraulic circuit and a solenoid valve.

  On the other hand, an electronic control unit 34 is provided as a controller for controlling the entire vehicle Ve. The electronic control unit 34 includes a shift position sensor signal, a vehicle speed sensor signal, an acceleration request detection sensor signal, a braking request detection sensor. , A signal of the engine speed sensor, a signal of a sensor for detecting the charge amount of the power storage devices 29 and 31, a signal of a sensor for detecting the speed of the motor / generators 2 and 14, the input speed and output of the transmission 7 A signal from a sensor for detecting the rotation speed is input. On the other hand, from the electronic control unit 34, a signal for controlling the engine 1, a signal for controlling the motor generators 2, 14 via the inverters 30, 32, a clutch C 1 and a brake B 1, via the hydraulic pressure control unit 33. A signal for controlling B2 is output.

  In the vehicle Ve shown in FIG. 2, when the engine 1 is operated and the engine torque is transmitted to the carrier 13 of the power distribution device 8, the reaction torque is received by the motor / generator 14, and the engine torque becomes the ring gear 11. Is transmitted to. The torque transmitted to the ring gear 11 is transmitted to the wheel 3 via the transmission 7 and the differential 28, and a driving force is generated. In the power distribution device 8, the gear ratio between the carrier 13 as an input element and the ring gear 11 as an output element can be controlled by the differential action of the sun gear 10, the carrier 13 and the ring gear 11. is there. Specifically, the engine speed can be controlled steplessly (continuously) by controlling the output of the motor / generator 14 responsible for the reaction force torque. That is, the power distribution device 8 has a function as a continuously variable transmission. Here, the rotation direction of the motor / generator 14 can be switched between forward and reverse, and the motor / generator 14 is subjected to power running control or regenerative control. It is also possible to control (stop) the rotation speed of the motor / generator 14 to zero.

  Further, the concept of controlling the speed ratio of the power distribution device 8 will be described. In order to improve the fuel consumption of the engine 1, the operating state of the engine 1 and the speed ratio of the power distribution device 8 are cooperatively controlled. is there. For example, the required driving force in the vehicle Ve is obtained based on the acceleration request (accelerator opening) and the vehicle speed. This is obtained from a map prepared in advance, for example. The required output of the engine 1 is calculated from the required driving force and the vehicle speed, and the target engine speed that outputs the required output with the minimum fuel consumption is obtained using the map. Then, the output (torque × rotational speed) of the motor / generator 14 is controlled so that the actual engine rotational speed approaches the target engine rotational speed. In parallel with this control, the opening degree of the electronic throttle valve of the engine 1 is controlled so that the actual engine output approaches the target engine output.

  Further, it is possible to execute control for supplying the electric power of the power storage device 29 to the motor / generator 2 to drive the motor / generator 2 as an electric motor and to transmit the torque of the motor / generator 2 to the wheels 3 via the transmission 7. It is. That is, when torque is transmitted to the wheel 3 to generate driving force, at least one torque of the engine 1 or the motor / generator 2 can be transmitted to the wheel 3, and the torque of any power source or both power sources Whether torque is transmitted is determined based on signals and data input to the electronic control unit 34. On the other hand, when the vehicle Ve travels coastingly, the kinetic energy of the vehicle Ve is transmitted to the engine 1 via the transmission 7 and the power distribution device 8, and an engine braking force is generated. Further, part of the kinetic energy generated when the vehicle Ve is repulsive is transmitted to the motor / generator 2, the regenerative braking force is generated by the motor / generator 2, and the generated electric power is charged in the power storage device 29. Is possible.

  Further, the gear ratio of the transmission 7 can be switched by a manual shift operation or automatic shift control, and in the transmission 7, the first speed to the third speed can be selectively switched. The switching of the gear ratio in the transmission 7 will be described with reference to FIG. In FIG. 3, “◯” indicates that the clutch is engaged, and “X” indicates that the clutch is released. First, when the first speed (1st) is selected, the brake B1 is engaged, and the brake B2 and the clutch C1 are released. Then, the torque transmitted from the ring gear of the power distribution device 8 to the transmission 7 is transmitted to the sun gear 23, the ring gear 24 becomes a reaction force element, and the carrier 26 becomes an output element. That is, when the first speed is selected, the rotation speed of the carrier 26 is lower than the rotation speed of the sun gear 23, and the transmission 7 functions as a so-called reduction gear, and the transmission gear ratio is “1”. Also grows.

  Further, when the second speed (2nd) is selected, the brake B2 is engaged, and the brake B1 and the clutch C1 are released. Then, torque transmitted from the ring gear of the power distribution device 8 to the transmission 7 is transmitted to the sun gear 23, the sun gear 19 becomes a reaction force element, and the carrier 26 becomes an output element. That is, when the second speed is selected, the rotation speed of the carrier 26 is lower than the rotation speed of the sun gear 23, and the transmission 7 functions as a so-called reduction gear, and the transmission gear ratio is “1”. Also grows. The gear ratio when the first speed is selected is larger than the gear ratio when the second speed is selected.

  Further, when the third speed (3rd) is selected, the clutch C1 is engaged and the brakes B1 and B2 are released. Then, the torque transmitted from the ring gear of the power distribution device 8 to the transmission 7 is transmitted to the transmission 7, and the rotating elements constituting the planetary gear mechanisms 17 and 18 rotate integrally, and the input rotational speed of the transmission 7. And the output rotational speed is “1”. That is, the input rotating member and the output rotating member of the transmission 7 are directly connected.

  Next, a control for starting the stopped or idling engine 2, specifically, a process of cranking the engine 1 by the torque of the motor / generator 14, performing fuel injection and combustion, and causing the engine 1 to operate autonomously. An example of the control that can be executed in FIG. 1 will be described based on the flowchart of FIG. The control example of FIG. 1 corresponds to claims 1 and 6. First, a signal input to the electronic control unit 34 is processed (step S1), and it is determined whether or not a control for starting the engine 1 is being executed (step S2). If the determination in step S2 is affirmative, it is generated by a rotating member including the power distribution device 8, more specifically, by an inertial body such as the engine 1, the input shaft 9, the damper mechanism 1B, and the motor / generator 2. It is determined whether or not the level of torsional vibration is greater than or equal to a predetermined value (step S3). Here, it may be determined whether the torsional vibration level is currently greater than or equal to a predetermined value, or when the torsional vibration level is expected to become greater than or equal to the predetermined value after a predetermined time.

  The determination in step S3 can be indirectly determined based on, for example, whether or not the engine rotational speed is a rotational speed corresponding to the resonance frequency range. For example, the maps of FIGS. 4 and 5 are used. The map shown in FIG. 4 shows the relationship between the engine speed and the vibration frequency in the rotation direction, and has a characteristic that the vibration frequency increases as the engine speed increases. The map shown in FIG. 5 is a map showing the relationship between the vibration frequency and the vibration level. The vibration level increases as the frequency increases, but the vibration level decreases as the frequency further increases. It shows that it becomes. From the maps of FIGS. 4 and 5, it can be seen that the vibration level increases as the engine speed increases, and further decreases as the engine speed increases. Further, the map of FIG. 5 shows, as an example, characteristics when the brake B1 is engaged and characteristics when the brake B1 is released. As for the frequency at which the vibration level reaches a peak, the frequency f1 corresponding to the engagement of the brake B1 is lower than the frequency f2 corresponding to the release of the brake B1. The reason why the characteristics are different in this way is that the inertial mass of the power transmission system changes between when the brake B1 is engaged and when it is released. That is, when the brake B1 is engaged, the torque of the motor / generator 14 that cranks the engine 1 is transmitted to the wheels 3 via the transmission 7, and the entire vehicle Ve is This is because it works as an inertial body. The engine speed may be determined from the signal of the engine speed sensor, or may be determined from the speeds of the motor / generator 2 and the motor / generator 14.

  Then, at the time of the determination in step S3, when the actual engine speed is such that the vibration level is equal to or higher than a predetermined value, or the engine speed may shift to a region where the vibration level is equal to or higher than the predetermined value. If predicted, an affirmative determination is made in step S3, and it is determined whether or not the residence time at which torsional resonance occurs exceeds a predetermined time (step S4). If the determination in step S4 is affirmative, control is performed to reduce (slip / release) or increase (engage) the torque capacity of the clutch currently engaged in the transmission 7 (step S5). . For example, when the first speed is selected and the brake B1 is engaged by the transmission 7 and the start control of the engine 1 is being executed at the time of determination in steps S3 and S4, the brake B1 is released or slipped. By increasing the frequency at which the vibration level reaches a peak, the level of torsional resonance can be reduced. On the other hand, when the brake B1 is released and the engine 1 is being started at the time of determination in steps S3 and S4, the brake level is engaged or slipped and the vibration level peaks. By lowering the frequency, the level of torsional resonance can be reduced. Therefore, the occurrence of stress concentration on the input shaft 9 can be suppressed. Following this step S5, the motor / generator 2 is controlled so as to have a predetermined rotational speed (step S6), and the process returns.

  The start control of the engine 1 can be executed either while the vehicle Ve is traveling or when the vehicle Ve is traveling at a low speed. For example, when the engine 1 is cranked by the torque of the motor / generator 14 while the vehicle Ve is stopped or traveling, the reaction force of the motor / generator 14 can be reliably received by the motor / generator 2. Control for setting the rotational speed of the motor / generator 2 to zero is executed in step S6. On the other hand, when the vehicle Ve travels at a low vehicle speed and the engine 1 is cranked by the torque of the motor / generator 14, the rotational speed of the motor / generator 2 matches the input rotational speed of the transmission 7. The control to be performed is executed in step S6. Further, if a negative determination is made in step S2, step S3, or step S3, the process returns. Note that the torsional resonance of the power transmission system to be suppressed in this embodiment includes the torsional resonance generated in the process of transmitting the torque of the motor / generator 14 to the engine 1 and the cranking by the motor / generator 14 is completed. This includes both torsional resonance that occurs when the engine 1 rotates autonomously and torque fluctuation due to explosion vibration of the engine 1 is transmitted to the power transmission system.

  Here, the state of the rotating element when the vehicle Ve travels at a low vehicle speed and the engine 1 is started will be described based on the alignment charts of FIGS. 6 and 7. 6 and FIG. 7, “normal” indicates that the rotating element rotates in the forward direction, and “reverse” indicates that the rotating element rotates in the reverse direction. The normal rotation indicates the rotation direction of the engine 1. In the power distribution device 8, the engine 1 is located between the motor / generator 14 and the motor / generator 2. In the transmission 7, the ring gear 20, the carrier 26, and the output rotation member 27 are positioned between the sun gear 23 and the sun gear 19. The ring gear 24 and the carrier 22 are located between the sun gear 19 and the ring gear 20, the carrier 26 and the output rotating member 27.

  Then, as shown in FIG. 6, when the output rotation member 27 rotates forward, the first speed is selected, the brake B1 is engaged, and the engine 2 is idling, Assume that the engine 1 is started with the torque of the generator 14. Here, if the vehicle speed is constant, the number of rotations of the sun gear 23 does not change, and the power transmission system including the power distribution device 8 is easily twisted as indicated by the alternate long and short dash line. That is, the range of change in the rotational speed of the motor / generator 14 with the motor / generator 2 and the ring gear 11 as fulcrums is widened. Therefore, in this embodiment, by releasing the brake B1, the rotation speed of the sun gear 23 is allowed to change in a predetermined range with the rotation speed indicated by the solid line as a boundary, as indicated by a one-dot chain line in FIG. Is done. Note that the range of change in the rotational speed of the sun gear 23 is regulated by the motor / generator 2 as described in the control of step S6. In the collinear diagram of FIG. 7, since the change in the rotation speed of the motor / generator 2 and the ring gear 23 is allowed, the torsional resonance is suppressed, and the change width of the rotation speed of the motor / generator 14 is narrowed. .

  Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. Steps S1, S2, S3, and S4 correspond to the torsional resonance determining means of the present invention, and step S5 is performed. This corresponds to the resonance suppression means of the present invention, and step S6 corresponds to the motor / generator control means of the present invention. Further, the correspondence relationship between the configuration shown in FIG. 2 and the configuration of the present invention will be described. The engine 1 corresponds to the first driving force source (the prime mover) of the present invention, and the motor / generator 2 In the present invention, the wheel 3 corresponds to the wheel of the present invention, the power distribution device 6 corresponds to the electric transmission and the first planetary gear mechanism of the present invention, the transmission 7 and the clutch C1. And the brakes B1 and B2 correspond to the rotational state switching mechanism of the present invention, the clutch C1 and the brakes B1 and B2 correspond to the clutch in the present invention, the carrier 13 corresponds to the input element of the present invention, and the sun gear 10 Is equivalent to the reaction force element of the present invention, the ring gear 11 is equivalent to the output element of the present invention, the transmission 7 is equivalent to the transmission of the present invention, and the sun gear 23 and the carrier 22 are Functions as an input rotary member of the invention, the carrier 26 functions as an output rotary member of the present invention.

  Further, the sun gear 10 corresponds to the first sun gear of the present invention, the ring gear 11 corresponds to the first ring gear of the present invention, the carrier 13 corresponds to the first carrier of the present invention, and the planetary gear mechanism. 17 corresponds to the second planetary gear mechanism of the present invention, the planetary gear mechanism 18 corresponds to the third planetary gear mechanism of the present invention, the sun gear 19 corresponds to the second sun gear of the present invention, The ring gear 20 corresponds to the second ring gear of the present invention, the carrier 22 corresponds to the second carrier of the present invention, the sun gear 23 corresponds to the third sun gear of the present invention, and the ring gear 24 corresponds to this The carrier 26 corresponds to the third carrier of the invention, the clutch C1 corresponds to the clutch of the invention, and the brake B1 corresponds to the first brake of the invention. Corresponds to Yellow, brake B2 corresponds to the second brake of the present invention.

  Next, another control example that can be executed by the vehicle Ve shown in FIG. 2 will be described based on the flowchart of FIG. The flowchart of FIG. 8 is a control example corresponding to claims 1, 6, and 7. First, a signal input to the electronic control unit 34 is processed (step S11), and it is determined whether or not the vehicle Ve is running and the engine 2 is being driven (step S12). The fact that the engine 2 is being driven means that the engine 2 is rotating autonomously. If the determination in step S12 is affirmative, the frequency of the rotational fluctuation of the motor generator 2 or the motor generator 14 is input. It is determined whether or not the power transmission system including the shaft 9 is in a region where torsional resonance occurs (step S13). The determination in step S13 can be performed in the same manner as the processing in step S3 described above. That is, data indicating the correspondence relationship between the rotation speeds of the motor / generator 2 and the motor / generator 14 and the torsional vibration level is mapped, and the determination in step S13 may be performed using the map. Further, the cause of the torsional resonance is that the torque of the started engine 1 is transmitted to the input shaft 9, and the case where the wheel 3 slips and excessive torque is transmitted via the transmission 7 to the input shaft. 9 is generated by being transmitted to 9.

  If the determination in step S13 is affirmative, it is determined whether or not the rotational fluctuation range of the motor / generator 2 or the motor / generator 14 actually exceeds a predetermined value (step S14). If the determination in step S14 is affirmative, control is performed to increase or decrease the torque capacity of the clutch of the transmission 7, that is, to engage / release / slip the clutch so as to suppress torsional resonance. (Step 15). The process of step S15 is the same as the process of step S5, and torsional resonance is suppressed by the same principle as step S5. Following this step S15, the motor / generator 2 is controlled so as to prevent the engine load from being reduced due to the release or slipping of the clutch of the transmission 7 and the engine speed from excessively rising (swelling up). The rotation speed is controlled (step S16), and the process returns. As described above, according to the control example of FIG. 8, as in the control example of FIG. 1, in addition to the case where the engine 2 is started by the torque of the motor / generator 2, It is possible to avoid the occurrence of torsional resonance due to the forced force. Further, in steps S13 and S14 of FIG. 8, since the rotational speeds of the motor / generators 2 and 14 are used, the forcing force input from the wheels 3 to the power transmission system can also be detected. If a negative determination is made in step S12, step S13, or step S14 in FIG. 8, the process returns.

  In the above description, the case where the torsional resonance is suppressed by controlling the torque capacity of the brake B1 when the first speed is selected in the transmission 7 is described. Even when the third speed is selected, the control examples of FIGS. 1 and 8 can be executed. In the case of the second speed, a map indicating the relationship between the frequency and the vibration level may be used in association with the engagement / release of the brake B2. In the case of the third speed, a map indicating the relationship between the frequency and the vibration level may be used in correspondence with the engagement / release of the clutch C1. Furthermore, for each shift stage, if all the relationships between the frequency and the vibration level are mapped in correspondence with the engagement / release of the clutch, the shift stage at which the torsional resonance level is determined to be high is set. An increase in the torsional resonance level can be suppressed by releasing (engaging) the clutch and engaging (disengaging) the clutch that achieves the gear position determined to have a low torsional resonance level. In this case, the gear stage itself can be changed. Here, the correspondence between the functional means shown in FIG. 8 and the configuration of the present invention will be described. Steps S11, S12, S13, and S14 correspond to the torsional resonance determining means of the present invention, and step S15 is performed. This corresponds to the resonance suppression means of the present invention, and step S16 corresponds to the motor / generator control means of the present invention.

  Next, another configuration example of the hybrid vehicle capable of executing the control examples of FIGS. 1 and 8 will be described with reference to FIG. The vehicle Ve shown in FIG. 9 corresponds to claims 1, 4, and 5. In the configuration shown in FIG. 9, the same reference numerals as those in FIG. 2 are assigned to the same configurations as those shown in FIG. In the vehicle Ve shown in FIG. 9, a transmission 35 is provided in a power transmission path from the engine 1 to the wheels 3. The transmission 35 has a double-pinion type planetary gear mechanism 36 and a single-pinion type planetary gear mechanism 37 arranged on the same axis. The planetary gear mechanism 36 holds the sun gear 38 and the ring gear 39, the pinion gear 40 meshed with the sun gear 38, the pinion gear 41 meshed with the ring gear 39 and the pinion gear 40, and the pinion gears 40 and 41 so that they can rotate and revolve. And a carrier 42. On the other hand, the planetary gear mechanism 37 includes a sun gear 43 and a ring gear 44, and a carrier 42 that holds the pinion gear 45 meshed with the sun gear 43 and the ring gear 44 so as to rotate and revolve. That is, the carrier 42 is shared by the planetary gear mechanisms 37 and 38. The ring gear 44 is connected to the output rotating member 27, specifically, connected to rotate integrally.

  Further, the ring gear 11 of the power distribution device 8 and the sun gear 43 are connected to rotate integrally, and the ring gear 39 and the ring gear 44 are connected to rotate integrally. Further, a clutch is provided for controlling the connection relationship between the rotating elements and the rotation / stopping of the rotating elements. As the clutch, the clutch C1 that selectively engages and releases the carrier 13 and the input shaft 9 of the power distribution device 8 with respect to the carrier 42, and the ring gear 11 and the sun gear 43 are selectively engaged with the sun gear 38. A clutch C2 to be engaged / released, a brake B1 for controlling rotation / stop of the sun gear 38, and a reverse brake BR for controlling rotation / stop of the carrier 42 are provided. Any of a friction clutch, an electromagnetic clutch, and a meshing clutch may be used as these clutches. In this embodiment, a case where a friction clutch is used will be described. Further, these clutches are configured such that the torque capacity is controlled by the hydraulic control device 33.

  The relationship between the power distribution device 8 configured as described above and the transmission 35 will be described based on the alignment chart of FIG. The engine 1 is disposed between the motor / generator 2 and the motor / generator 14, and the sun gear 38 and the ring gears 39 and 44 of the transmission 35 are disposed between the engine 1 and the motor / generator 14. Further, ring gears 39 and 44 are disposed between the engine 1 and the sun gear 38. Further, the carrier 42 is disposed at the same position as the engine 1, and the motor / generator 2 and the sun gear 43 that rotates once are disposed at the same position.

  In the transmission 35, the forward position and the reverse position (Rev) can be selectively switched to control the power transmission state. At the forward position, the low speed mode (Lo) and the medium speed mode (Mid ) And high-speed mode (Hi) can be selectively switched. Here, the state of the clutch when the low speed mode, the medium speed mode, and the high speed mode are selected, and when the reverse position is selected will be described with reference to FIG. In FIG. 11, “◯” indicates that the clutch is engaged, and “X” indicates that the clutch is released. As shown in FIG. 11, when the low speed mode is selected, the brake B1 is engaged and all other clutches are released. When the low speed mode is selected and the engine torque is transmitted to the sun gear 43 of the transmission 35 via the power distribution device 8, the stopped sun gear 38 becomes a reaction force element, and the ring gear 44 becomes an output element. Become. Thus, when the low speed mode is selected, the rotational speed of the ring gear 44 is reduced with respect to the rotational speed of the sun gear 43. That is, the transmission ratio of the transmission 35 is greater than “1”.

  When the medium speed mode is selected, the clutch C1 is engaged and all other clutches are released. The engine torque is input to the carrier 42 of the transmission 35 via the power distribution device 8, the sun gear 38 serves as a reaction force element, and the ring gear 48 serves as an output element. Thus, when the medium speed mode is selected, a line segment indicating the rotational state of the power distribution device 8 and a line segment indicating the rotational state of the transmission 35 on the alignment chart shown in FIG. Overlap. Thus, when the medium speed mode is selected, power is transmitted to the transmission 35 via the two systems of the sun gear 43 and the clutch C1. When the low speed mode is selected, the transmission ratio of the transmission 35 is determined according to the rotation speed of the motor / generator 2. When the medium speed mode is selected, the gear ratio of the transmission 35 is determined based on the rotational speeds of the motor generators 2 and 14 and the engine rotational speed. When the medium speed mode is selected, the gear ratio of the transmission 35 can be arbitrarily adjusted, such as a value larger than “1” or a value smaller than “1”.

  Further, when the high-speed mode is selected, the clutch C2 is engaged, all other clutches are released, and the rotating elements constituting the transmission 35 are rotated integrally. That is, the transmission ratio of the transmission 35 is fixed to “1”. On the other hand, when the reverse position is selected, the reverse brake BR is engaged and all other clutches are released. When engine torque is input to the sun gear 43 of the transmission 35 via the power distribution device 8, the carrier 42 becomes a reaction force element, and the ring gear 48 rotates in the direction opposite to the forward position.

  Also in the vehicle Ve shown in FIG. 9, the control example of FIG. 1 or FIG. 8 can be executed. In this case, the relationship between the engagement / release state of each clutch that sets the mode of the transmission 35 and the torsional resonance level is mapped, and the torque capacity of each clutch is controlled using the map. Even when the mode is selected, the resonance generated in the power transmission system can be suppressed. In this case, in addition to switching the engagement / release state of the clutch in the selected mode, it is also possible to execute control for changing the selected mode to another mode.

The correspondence between the configuration shown in FIG. 9 and the configuration of the present invention will be described. The transmission 35, the clutches C1 and C2, and the brakes B1 and BR correspond to the rotational state switching mechanism of the present invention. C2 and brakes B1 and BR correspond to a plurality of clutches of the present invention, and a low speed mode, a medium speed mode and a high speed mode correspond to a plurality of modes in the present invention. The planetary gear mechanism 36 corresponds to the double pinion type planetary gear mechanism of the present invention, the planetary gear mechanism 37 corresponds to the single pinion type planetary gear mechanism of the present invention, and the sun gear 38 corresponds to the second gear of the present invention. The ring gear 39 corresponds to the sun gear, the ring gear 39 corresponds to the second ring gear of the present invention, the pinion gear 40 corresponds to the first pinion gear of the present invention, the pinion gear 41 corresponds to the second pinion gear of the present invention, The carrier 42 corresponds to the second carrier and the third carrier of the present invention, the sun gear 43 corresponds to the third sun gear of the present invention, the ring gear 44 corresponds to the third ring gear of the present invention, Clutch C1 corresponds to the first clutch of the present invention, clutch C2 corresponds to the second clutch of the present invention, and brake B1 corresponds to the first clutch of the present invention. It corresponds to the brake, reverse brake BR is equivalent to the reverse brake of the present invention.
Including

  The difference between the rotation state switching mechanism (transmission 7 and each clutch) described based on FIG. 2 and the mode switching mechanism (transmission 35 and each clutch) as the rotation state switching mechanism shown in FIG. 2, in the example shown in FIG. 2, when the engine torque is transmitted to the transmission 7, the power always passes (directly) through the input element and the output element of the power distribution device 8. Then, it is possible to select the medium speed mode in which the engine torque can be transmitted through the power circulation by combining the transmission 35 and the power distribution device 8 without directly passing through the input element and the output element of the power distribution device 8. Further, as shown in FIGS. 6 and 7, the power distribution device 8 and the transmission 7 shown in FIG. 2 are configured such that the rotation elements of the transmission 7 are not located between the rotation elements of the power distribution device 8. The rotating element of the power distribution device 8 is not located between the rotating elements of the transmission 7. On the other hand, in the case of the power distribution device 8 and the transmission 35 shown in FIG. 9, as shown in FIG. 10, the rotation element of the transmission 35 is between the rotation elements of the power distribution device 8 in the medium speed mode. The location is different.

  Further, the torsional resonance to be suppressed in the control examples of FIGS. 1 and 8 is related to a low-order vibration mode, specifically, a primary or secondary vibration mode, and a third-order or higher-order vibration. Control is executed separately from the mode. Note that it is also possible to analyze the third and higher order vibration modes according to the practical necessity so that the torsional resonance level does not increase. If resonance can be avoided in the target n-th vibration mode, there is no problem even if resonance occurs in other vibration modes. This embodiment is also applicable to a vehicle in which the torque of the driving force source is transmitted to the front wheels, or a vehicle in which the torque is transmitted to the front wheels and the rear wheels. Further, the control example shown in FIGS. 1 and 8 can be executed also in a hybrid vehicle having a transmission capable of setting the fourth speed or higher. Further, the control examples of FIGS. 1 and 8 can be executed also in a hybrid vehicle having a transmission capable of setting four or more modes at the forward position. Further, the rotation state switching mechanism of the present invention is configured such that the power transmission state is changed by controlling the engagement / release state of the plurality of clutches (or engagement devices) (controlling the torque capacity). ing. As the clutch, an electromagnetic clutch, a hydraulic control clutch, a powder clutch, a synchronous mesh clutch, or the like can be used. Moreover, the clutch which comprises a rotation state switching mechanism also contains the brake which controls rotation / stop of a rotation element.

It is a flowchart which shows the example of control which can be performed in the hybrid vehicle of this invention. It is a conceptual diagram which shows the power train and control system of the vehicle which can perform the example of control shown in FIG. FIG. 3 is a chart showing a relationship between a gear position of the transmission shown in FIG. 2 and clutch engagement / release control. It is an example of the map used in the control example of FIG. It is an example of the map used in the control example of FIG. FIG. 3 is a collinear diagram showing a state of rotating elements constituting the power distribution device and the transmission shown in FIG. 2. FIG. 3 is a collinear diagram showing a state of rotating elements constituting the power distribution device and the transmission shown in FIG. 2. It is a flowchart which shows the other example of control which can be performed in the hybrid vehicle of this invention. It is a conceptual diagram which shows the other structural example of the vehicle which can perform the example of control shown in FIG. 1 and FIG. FIG. 10 is a collinear diagram showing the positional relationship between the power distribution device shown in FIG. 9 and the rotating elements of the transmission. 10 is a chart showing a relationship between each mode and reverse position of the transmission shown in FIG. 9 and engagement / release of a clutch.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Wheel, 6 ... Power distribution device, 7, 35 ... Transmission, 10, 19, 23, 38 ... Sun gear, 11, 20, 24, 39 ... Ring gear, 13, 22, 26, 42 ... Carrier 17, 18, 36, 37 ... planetary gear mechanism, 40, 41 ... pinion gear, C1, C2 ... clutch, B1, B2, BR ... brake, Ve ... vehicle.

Claims (10)

An electric transmission is provided in the power transmission path from the first driving force source to the wheels, and a mechanically configured rotational state switching mechanism is provided downstream of the electric transmission in the power transmission path. The rotation state switching mechanism controls a power transmission state and has a clutch that is engaged / released.
Torsional resonance determining means for determining whether torsional resonance occurs in a power transmission system including torque transmitted to the electric transmission and including the electric transmission;
When it is determined that the torsional resonance occurs, the control device for the vehicle drive device includes a resonance suppression unit that controls a torque capacity of the clutch.   The rotational state switching mechanism includes a transmission that can change a gear ratio between an input rotating member and an output rotating member, and the gear ratio is controlled by switching engagement / release of the clutch. The control device for a vehicle drive device according to claim 1, comprising: The electric transmission includes a first planetary gear mechanism. The first planetary gear mechanism includes a first sun gear and a first ring gear that are coaxially arranged, a first sun gear, and a first sun gear. And a first carrier that holds a pinion gear meshed with one ring gear, the first carrier being an input element of the electric transmission, and the first ring gear being the electric transmission. And the first sun gear corresponds to a reaction force element of the electric transmission,
The transmission includes a second planetary gear mechanism and a third planetary gear mechanism arranged on the same axis, and the second planetary gear mechanism includes a second sun gear and a second ring gear, And a second carrier that holds a pinion gear meshed with the second sun gear and the second ring gear, and the third planetary gear mechanism includes a third sun gear and a third ring gear, 3 sun gear and a third carrier for holding a pinion gear meshed with the third ring gear, the first ring gear and the third sun gear are connected, and the second ring gear and the second gear are connected to each other. 3 carrier, the second carrier and the third ring gear are connected, and the third carrier corresponds to an output rotation member of the transmission,
The clutch includes a clutch that selectively engages / releases the first ring gear and the third sun gear with respect to the second carrier, and rotation / rotation of the second carrier and the third ring gear. A first brake for selectively switching the stop, and a second brake for selectively switching the rotation / stop of the second sun gear,
The control device for a vehicle drive device according to claim 2, wherein the resonance suppression unit includes a unit that controls a torque capacity of the clutch so as to suppress the torsional resonance.   The rotation state switching mechanism includes a mode switching mechanism capable of selectively switching a plurality of modes having different power transmission states by controlling engagement / release of the clutch. Control device for vehicle drive apparatus. The electric transmission includes a first planetary gear mechanism, and the first planetary gear mechanism includes a first sun gear and a first ring gear arranged on the same axis, the first sun gear, A first carrier that holds a pinion gear meshed with a first ring gear, the first carrier corresponds to the input element, the first ring gear corresponds to the output element, and The first sun gear corresponds to the reaction force element,
The mode switching mechanism includes a double pinion type planetary gear mechanism and a single pinion type planetary gear mechanism arranged on the same axis, and the double pinion type planetary gear mechanism includes a second sun gear and a second ring gear. A first pinion gear meshed with the second sun gear, a second pinion gear meshed with the second ring gear and the first pinion gear, and a second pin holding the first pinion gear and the second pinion gear. The single pinion type planetary gear mechanism includes a third sun gear and a third ring gear, and a third pinion gear meshed with the third sun gear and the third ring gear. A carrier, and the wheel is connected to the third ring gear so that power can be transmitted,
The first ring gear and the third sun gear are connected, the second ring gear and the third ring gear are connected, and the second carrier and the third carrier are connected;
The clutch includes a first clutch for selectively engaging and releasing the first carrier with respect to the third carrier, the first ring gear and the third sun gear, and the second sun gear. A second clutch that selectively engages and disengages the first sun gear, a first brake that selectively switches rotation / fixation of the second sun gear, and rotations of the second carrier and the third carrier. Including a reverse brake that selectively switches between fixed and
5. The control device for a vehicle drive device according to claim 4, wherein the resonance suppression means includes means for controlling a torque capacity of the clutch so as to suppress the torsional resonance. The resonance suppression means starts the first driving force source with the torque of the first electric motor and receives the reaction force with the second electric motor to start the first driving force source. Means for controlling the torque capacity of the clutch to suppress torsional resonance;
When controlling the torque capacity of the clutch so as to suppress the torsional resonance, the second motor is stopped, or the rotational speed of the second motor and the input rotational speed of the transmission are The vehicle drive device control device according to any one of claims 1 to 5, further comprising electric motor control means for controlling the rotational speed of the second electric motor so as to coincide with each other. . The resonance control means includes means for controlling a torque capacity of the clutch so as to suppress the torsional resonance when the first driving force source is started.
When controlling the torque capacity of the clutch so as to suppress the torsional resonance, the electric motor for controlling the rotational speed of the second electric motor so as to suppress an increase in the rotational speed of the first driving force source 6. The control apparatus for a vehicle drive device according to claim 1, further comprising a control means.   The vehicle drive device control device according to any one of claims 1 to 7, wherein a second drive force source coupled to transmit torque is provided on an input side of the transmission.   The electric transmission includes an input element, a reaction force element, and an output element that are differentially rotatable with respect to each other. The input element is connected to the first driving force source, and the reaction force element is The input element in the electric transmission is connected to the first electric motor, the output element is connected to the second electric motor and the rotation state switching mechanism, and the output of the first electric motor is controlled. The control device for a vehicle drive device according to claim 1 or 2, wherein the gear ratio between the motor and the output element can be controlled steplessly.   10. The control device for a vehicle drive device according to claim 1, wherein the resonance suppression means includes means for controlling the torque capacity of the clutch so as to suppress torsional resonance.

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