JP2010264853A - Device for control of vehicle driving system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce power consumption of an MG (motor generator) while preventing gearing noise of a reduction gear mechanism, in a hybrid vehicle which is loaded with an engine and the MG as power sources of the vehicle and wherein power of the MG is transmitted to a driving axle of wheels through the reduction gear mechanism. <P>SOLUTION: When starting or stopping the engine 11 during a stop of the vehicle, this controller executes pressing control to apply a prescribed pressing torque to the reduction gear mechanism 18 by the second MG 13. By calculating the pressing torque according to a slant angle θ of a road surface upon pressing control, a load applied to a forward direction or a rearward direction of the vehicle changes according to the slant angle θ of the road surface, a toque applied to the wheels 14 changes, and the pressing torque is changed correspondingly to a change of the pressing torque (a torque generated in the second MG 13) necessary to prevent the gearing noise of the reduction gear mechanism 18 mechanically connected with the wheels 14 according thereto to set the pressing torque as a proper value. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive system including an internal combustion engine and a motor generator.

  In recent years, the demand for hybrid vehicles has increased due to the social demand for low fuel consumption and low exhaust emissions. In the hybrid vehicle currently on the market, for example, as described in Patent Document 1 (Japanese Patent Laid-Open No. 2004-159404), the engine (internal combustion engine) and the first used mainly as a generator are used. MG (motor generator) and a second MG that mainly drives the wheels, and connects the engine, the first MG, and the drive shaft of the wheels via a power split mechanism (for example, a planetary gear mechanism). There is a system in which the second MG and the drive shaft of the wheel are connected via a reduction gear mechanism.

  In such a hybrid vehicle, the engine is usually stopped to reduce fuel consumption while the vehicle is stopped. However, when a power generation request is generated even when the vehicle is stopped, for example, due to an increase in power consumption or a decrease in battery power. The engine is started to drive the first MG with the power of the engine to generate electric power, and then the engine is stopped when there is no power generation request.

JP 2004-159404 A

  By the way, when the engine is started or stopped, fluctuations in the rotation of the engine tend to increase, and backlash (free play) occurs between the gears of the reduction gear mechanism arranged between the second MG and the drive shaft of the wheel. Therefore, when the engine is started or stopped with little torque acting on the reduction gear mechanism while the vehicle is stopped, the teeth of the reduction gear mechanism collide with each other due to vibration caused by engine rotation fluctuations. There is a possibility that an unpleasant rattling noise may occur.

  As a countermeasure against this, the present inventor performs a pressing control for applying a predetermined pressing torque to the reduction gear mechanism in the second MG when the engine is started or stopped while the vehicle is stopped. We are researching a system to prevent the rattling noise of the reduction gear mechanism by packing backlash of the reduction gear mechanism and keeping the teeth pressed against each other. The problem was revealed.

  As shown in FIG. 2 (a), when the vehicle is stopped on a flat road, the load due to the vehicle weight does not act in the forward or backward direction of the vehicle, but as shown in FIG. 2 (b). When the vehicle is stopped on an inclined road (downhill or uphill), a load component due to the vehicle weight acts in the forward or backward direction of the vehicle, and torque is applied to the wheels. At that time, the load acting on the forward or backward direction of the vehicle changes according to the inclination angle of the road surface, and the torque applied to the wheel changes, and the torque acts on the reduction gear mechanism mechanically connected to the wheel. Therefore, the pressing torque (torque generated by MG) required to prevent the rattling noise of the reduction gear mechanism varies depending on the inclination angle of the road surface. In addition, since the slip ratio of the wheel and the friction force acting on the wheel change depending on the friction coefficient of the road surface, the torque acting on the reduction gear mechanism mechanically connected to the wheel also changes. The pressing torque (torque generated by MG) necessary for preventing gear rattling noise changes.

  As described above, the pressing torque (torque generated by the MG) necessary to prevent the rattling noise of the reduction gear mechanism changes depending on the road surface condition (the inclination angle of the road surface and the friction coefficient). In addition, if the pressing torque is set without considering the road surface condition, the pressing torque cannot be set to an appropriate value, and the pressing torque is too large to increase the power consumption of the MG. There is a possibility that the pressing torque is too small to sufficiently prevent the rattling noise of the reduction gear mechanism.

  Therefore, the problem to be solved by the present invention is that the pressing torque can be set to an appropriate value without any excess or deficiency in the pressing control regardless of the road surface condition, and the gear mechanism rattling noise is prevented. It is another object of the present invention to provide a control device for a vehicle drive system that can reduce the power consumption of MG.

  In order to solve the above problems, an invention according to claim 1 includes an internal combustion engine and a motor generator (hereinafter referred to as “MG”), and connects the MG and a drive shaft of a wheel via a gear mechanism. A control device for a vehicle drive system, comprising: a pressing control means for executing a pressing control for applying a predetermined pressing torque to the gear mechanism by the MG when the internal combustion engine is started and / or stopped while the vehicle is stopped. By this pressing control means, the pressing torque is set according to the road surface condition where the vehicle is stopped during the pressing control.

  In this way, the pressing torque is changed in response to the change of the pressing torque (torque generated by MG) necessary for preventing the gear mechanism rattling noise according to the road surface condition. Can do. As a result, it is possible to set the pushing torque to an appropriate value without any excess or deficiency during the pushing control, regardless of the road surface condition, and to prevent the rattling noise of the gear mechanism and the power consumption of the MG. Can be reduced.

  In this case, as in claim 2, there is provided an inclination angle determination means for determining the road surface inclination angle or its correlation data as the road surface condition, and according to the road surface inclination angle or its correlation data determined by this inclination angle determination means. It is better to set the pressing torque. In this way, the load applied to the vehicle in the forward or backward direction of the vehicle changes according to the inclination angle of the road surface, and the torque applied to the wheel changes accordingly, and the gear mechanism mechanically coupled to the wheel changes accordingly. Corresponding to the change of the pressing torque (torque generated by MG) necessary for preventing the rattling noise, the pressing torque can be changed and set to an appropriate value. As the correlation data of the road surface inclination angle, for example, the vehicle inclination angle, the road gradient, and the altitude change per predetermined traveling distance may be used.

  Further, as in claim 3, there is provided a friction coefficient determination means for determining the road surface friction coefficient or its correlation data as the road surface condition, and pressing according to the road surface friction coefficient or its correlation data determined by the friction coefficient determination means. Torque may be set. In this way, the slip ratio of the wheel and the frictional force acting on the wheel change according to the friction coefficient of the road surface, and accordingly the gear mechanism mechanically connected to the wheel is prevented from rattling noise. Corresponding to the change in the required pressing torque (torque generated by MG), the pressing torque can be changed and set to an appropriate value. The correlation data of the road surface friction coefficient includes, for example, road surface unevenness degree (road surface smoothness degree), friction force acting on wheels (= friction coefficient × vehicle load), driving wheel slip ratio, driving wheel and driven wheel The rotation difference (the slip amount of the drive wheel) may be used.

  A system in which the internal combustion engine, the first MG and the drive shaft are connected via a power split mechanism and the second MG and the drive shaft are connected via a reduction gear mechanism. In this case, it is preferable to apply a pressing torque to the reduction gear mechanism by the second MG during the pressing control. In a system in which the second MG and the drive shaft are connected via a reduction gear mechanism, rattling noise may occur in the reduction gear mechanism when the internal combustion engine is started or stopped while the vehicle is stopped. For this reason, if a pressing torque is applied to the reduction gear mechanism by the second MG, rattling noise of the reduction gear mechanism can be prevented.

FIG. 1 is a schematic configuration diagram of an entire drive system for a hybrid vehicle in Embodiment 1 of the present invention. FIGS. 2A and 2B are diagrams for explaining that the pressing torque necessary for preventing rattling noise varies depending on the inclination angle of the road surface. FIG. 3 is a flowchart illustrating a process flow of the pressing control routine according to the first embodiment. FIG. 4 is a diagram conceptually illustrating an example of a pressing torque map according to the first embodiment. FIG. 5 is a flowchart showing a flow of processing of the pressing control routine of the second embodiment. FIG. 6 is a diagram conceptually illustrating an example of a pressing torque map according to the second embodiment.

  Hereinafter, some embodiments embodying the mode for carrying out the present invention will be described.

A first embodiment of the present invention will be described with reference to FIGS.
First, a schematic configuration of the entire hybrid vehicle drive system will be described with reference to FIG. An engine 11 that is an internal combustion engine, a first motor generator (hereinafter referred to as “first MG”) 12, and a second motor generator (hereinafter referred to as “second MG”) 13 are mounted. The second MG 13 serves as a power source for driving the wheels 14. The power of the crankshaft 15 of the engine 11 is divided into two systems by a planetary gear mechanism 16 that is a power split mechanism.

  The planetary gear mechanism 16 includes a sun gear, a pinion gear, and a ring gear (all not shown). A crankshaft 15 of the engine 11 is connected to the pinion gear via a carrier (not shown), and a rotation shaft of the first MG 12 mainly used as a generator is connected to the sun gear.

  Further, the ring gear is connected to a peller shaft 17 (drive shaft), and the power of the peller shaft 17 is transmitted to the wheel 14 via a differential gear, an axle, or the like (none of which is shown). The rotating shaft of the second MG 13 is connected to the propeller shaft 17 via the reduction gear mechanism 18. The reduction gear mechanism 18 is composed of, for example, a planetary gear mechanism. In the first embodiment, one transformer assembly unit 19 in which power transmission system parts such as the first MG 12, the second MG 13, the planetary gear mechanism 16, the peller shaft 17, and the reduction gear mechanism 18 are unitized is mounted. Yes.

  The first MG 12 and the second MG 13 are connected to the battery 21 via the power control unit 20. The power control unit 20 is provided with a first inverter 22 that drives the first MG 12 and a second inverter 23 that drives the second MG 13. Each MG 12, 13 has an inverter 22, 23. Via the battery 21, power is exchanged. A crank angle sensor 24 that outputs a pulse signal every time the crankshaft 15 rotates a predetermined crank angle is attached to the engine 11, and the crank angle and the engine rotation speed are detected based on the output signal of the crank angle sensor 24. . Further, an inclination angle sensor 32 (inclination angle determination means) such as an acceleration sensor whose output changes according to the inclination angle of the vehicle (for example, the relationship between the longitudinal direction of the vehicle and the direction of gravity) is provided. An inclination angle of the road surface is detected based on the output signal.

  The hybrid ECU 25 is a computer that comprehensively controls the entire hybrid vehicle, and includes an accelerator sensor 26 that detects an accelerator opening, a shift switch 27 that detects an operation position of a shift lever, a brake switch 28 that detects a brake operation, and a vehicle speed. The output signals of various sensors and switches such as the vehicle speed sensor 29 to be detected are read to detect the driving state of the vehicle. The hybrid ECU 25 includes an engine ECU 30 that controls the operation of the engine 11, an MGECU 31 that controls the operation of the first and second MGs 12 and 13 by controlling the first and second inverters 22 and 23, and a brake device ( Control signals and data signals are transmitted / received to / from a brake ECU 33 that controls a control unit (not shown), and the operation of the engine 11, the first MG 12, and the second MG 13 is controlled by the ECUs 30 and 31 according to the driving state of the vehicle. To do.

  For example, at the time of starting or at a low load (a region where the fuel efficiency of the engine 11 is poor), the engine 11 is maintained in a stopped state, the second MG 13 is driven by the power of the battery 21, and the power of the second MG 13 is Only the motor travels by driving the wheel 14 and traveling.

  When starting the engine 11, the first MG 12 is driven by the electric power of the battery 21, and the power of the first MG 12 is transmitted to the crankshaft 15 of the engine 11 via the planetary gear mechanism 16. The shaft 11 is rotationally driven to start the engine 11.

  During normal driving, the power of the crankshaft 15 of the engine 11 is divided into two systems, the first MG 12 side and the propeller shaft 17 side, by the planetary gear mechanism 16 so that the fuel efficiency of the engine 11 is maximized. The wheel shaft 14 is driven by driving the propeller shaft 17 by the output of the system, the first MG 12 is driven by the output of the other system, the first MG 12 is generated, and the second MG 13 is driven by the generated power. The wheel 14 is also driven by the power of the second MG 13. Further, at the time of rapid acceleration, in addition to the power generated by the first MG 12, the power of the battery 21 is also supplied to the second MG 13 to increase the driving amount of the second MG 13.

  At the time of deceleration or braking, the second MG 13 is driven by the power of the wheels 14 to operate the second MG 13 as a generator, so that the kinetic energy of the vehicle is converted into electric power by the second MG 13 and is supplied to the battery 21. Collect and charge.

  In addition, while the vehicle is stopped, the engine 11 is normally stopped to reduce fuel consumption. However, even when the vehicle is stopped, for example, when a power generation request is generated due to an increase in power consumption or a decrease in battery power, the engine 11 is stopped. The engine 11 is started and the first MG 12 is driven by the power of the engine 11 to generate power. Thereafter, when there is no power generation request, the engine 11 is stopped.

  By the way, when the engine 11 is started or stopped, the rotational fluctuation of the engine 11 tends to increase, and backlash occurs between the gears of the reduction gear mechanism 18 disposed between the second MG 13 and the peller shaft 17. Because (play) exists, when the engine 11 is started or stopped in a state where almost no torque is applied to the reduction gear mechanism 18 while the vehicle is stopped, the reduction gear mechanism 18 is caused by vibration due to rotation fluctuation of the engine 11. The teeth may collide with each other and an irritating rattling noise may occur.

  As a countermeasure against this, in the first embodiment, the hybrid ECU 25 (and / or MGECU 31) executes a pressing control routine of FIG. 3 described later to start and stop the engine 11 while the vehicle is stopped. The second MG 13 executes a pressing control for applying a predetermined pressing torque to the reduction gear mechanism 18, and the backlash of the reduction gear mechanism 18 is packed and the teeth are pressed against each other to reduce the speed. A gear rattling noise of the gear mechanism 18 is prevented.

  However, as shown in FIG. 2A, when the vehicle is stopped on a flat road, the load (M × g) due to the vehicle weight M does not act in the forward or backward direction of the vehicle. As shown in FIG. 2 (b), when the vehicle is stopped on an inclined road (downhill or uphill) having an inclination angle θ, a load component (M × g × sin θ) due to the vehicle weight M is the vehicle. Torque is applied to the wheel 14 by acting in the forward or backward direction. Here, g is a gravitational acceleration. At that time, the load (M × g × sin θ) acting in the forward or backward direction of the vehicle changes in accordance with the inclination angle θ of the road surface, and the torque applied to the wheel 14 changes. Therefore, the pressing torque (torque generated by the second MG 13) required to prevent the rattling noise of the reduction gear mechanism 18 varies depending on the inclination angle θ of the road surface. .

For example, if the pressing torque T = T0 required for a flat road, the pressing torque T required for an inclined road can be expressed by the following equation.
T = T0− (M × g × sin θ) × α (provided that the lower limit value of T is 0)
Here, α is a coefficient determined by the radius of the wheel 14, the reduction gear mechanism 18 and the reduction ratio of the differential gear, and the like.

  Considering such circumstances, in the first embodiment, during the pressing control, the pressing torque is calculated according to the inclination angle θ of the road surface on which the vehicle is stopped. As a result, the load acting on the forward or backward direction of the vehicle changes according to the inclination angle θ of the road surface and the torque applied to the wheels 14 changes, and the reduction gear mechanism mechanically connected to the wheels 14 accordingly. Corresponding to the change of the pressing torque (torque generated by the second MG 13) required to prevent the 18 rattling noise, the pressing torque is changed and set to an appropriate value.

Hereinafter, the processing content of the pressing control routine of FIG. 3 executed by the hybrid ECU 25 (and / or the MGECU 31) will be described.
The pressing control routine shown in FIG. 3 is repeatedly executed at a predetermined cycle while the hybrid ECU 25 (and / or MGECU 31) is powered on, and serves as a pressing control means in the claims. When this routine is started, first, in step 101, it is determined whether or not the vehicle is stopped by, for example, whether or not the vehicle speed detected by the vehicle speed sensor 29 is equal to or lower than a predetermined value, and the vehicle is stopped. If it is determined that it is not (traveling), the routine is terminated without performing the processing from step 102 onward.

  On the other hand, if it is determined in step 101 that the vehicle is stopped, the process proceeds to step 102 where the road surface inclination angle θ detected by the inclination angle sensor 32 is read. Note that the determination method of the road surface inclination angle θ may be appropriately changed. For example, the road surface inclination angle θ may be acquired from road information such as a car navigation system.

  Thereafter, the process proceeds to step 103, where it is determined whether a start request or a stop request for the engine 11 has been generated. When it is determined that a start request or a stop request for the engine 11 has occurred, the process proceeds to step 104, where a shift is performed. The direction of the pressing torque T is determined based on the lever operating position. For example, when the operation position of the shift lever is in the D range (forward travel range), the direction of the pressing torque T is set to the normal rotation direction, and when the shift lever operation position is in the R range (reverse travel range) The direction of torque T is set to the reverse rotation direction.

  Thereafter, the process proceeds to step 105, and the pressing torque T corresponding to the road inclination angle θ is calculated with reference to the pressing torque T map shown in FIG. In the map of the pressing torque T, in the case of the downward inclination (when the inclination angle θ> 0), the pressing torque T decreases as the downward inclination becomes steep (the inclination angle θ increases), and the upward inclination In this case (when the inclination angle θ <0), the pressing torque T is set to increase as the upward inclination becomes steep (the inclination angle θ decreases). The map of the pressing torque T shown in FIG. 4 is created in advance based on test data, design data, etc., and is stored in the ROM of the hybrid ECU 25 (or MGECU 31).

  Thereafter, the process proceeds to step 106, and the second MG 13 is controlled so as to generate the pressing torque T, whereby the pressing control for adding the pressing torque T to the reduction gear mechanism 18 is executed by the second MG 13. .

  In the first embodiment described above, the pressing torque is calculated according to the road surface inclination angle θ during the pressing control in which the second MG 13 applies the pressing torque to the reduction gear mechanism 18. In response to the change of the pressing torque (torque generated by the second MG 13) necessary to prevent the rattling noise of the reduction gear mechanism 18 according to the road surface inclination angle θ, the pressing torque is Can be changed. Thereby, during the pressing control, the pressing torque can be set to an appropriate value without being excessive or insufficient without being influenced by the road inclination angle θ, and the gearing noise of the reduction gear mechanism 18 can be prevented while preventing the rattling noise. The power consumption of the second MG 13 can be reduced.

  In the first embodiment, the pressing torque is directly calculated from the road inclination angle θ using the pressing torque map using the road inclination angle θ as a parameter. A corresponding correction coefficient may be calculated, and a basic pressing torque (for example, a pressing torque T0 required for a flat road) may be corrected using this correction coefficient to obtain a final pressing torque. .

  Alternatively, the pressing torque may be calculated using the correlation data of the road surface inclination angle θ. As the correlation data of the inclination angle θ of the road surface, for example, the inclination angle of the vehicle, the road gradient, and the altitude change per predetermined traveling distance may be used.

  Next, Embodiment 2 of the present invention will be described with reference to FIGS. However, description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.

  The slip coefficient of the wheel 14 and the friction force acting on the wheel 14 are changed by the friction coefficient μ of the road surface, and the torque acting on the reduction gear mechanism 18 mechanically connected to the wheel 14 is changed. The pressing torque (torque generated by the second MG 13) necessary to prevent the rattling noise of the reduction gear mechanism 18 is changed by μ.

  In consideration of such circumstances, in the second embodiment, the hybrid ECU 25 (and / or MGECU 31) executes a pressing control routine of FIG. 5 to be described later, so that the vehicle is stopped during the pressing control. The pressing torque is calculated according to the friction coefficient μ of the road surface. As a result, in accordance with the friction coefficient μ of the road surface, the pressing torque (torque generated by the second MG 13) necessary for preventing the rattling noise of the reduction gear mechanism 18 changes. Change the torque and set to an appropriate value.

  In the pressing control routine shown in FIG. 5, it is determined in step 201 whether or not the vehicle is stopped. If it is determined that the vehicle is not stopped (running), the process proceeds to step 207. For example, the friction coefficient μ of the road surface is estimated based on, for example, the rotation difference between the driving wheel and the driven wheel (the slip amount of the driving wheel) while the vehicle is traveling. The processing in step 207 serves as a friction coefficient determining means in the claims.

  On the other hand, if it is determined in step 201 that the vehicle is stopped, the process proceeds to step 202, where the friction coefficient μ of the road surface estimated immediately before the vehicle stops is set to the friction coefficient of the road surface on which the vehicle is stopped. Read as μ. Note that the determination method of the friction coefficient μ of the road surface may be appropriately changed. For example, the road surface is photographed by a camera (for example, a camera for a back monitor) mounted on the vehicle while the vehicle is stopped, and based on the photographed image. The friction coefficient μ may be estimated by determining the road surface condition (for example, the presence or absence of pavement, the presence or absence of rain or snow, the degree of unevenness, etc.).

  Thereafter, the process proceeds to step 203, where it is determined whether a start request or a stop request for the engine 11 has been generated. When it is determined that a start request or a stop request for the engine 11 has occurred, the process proceeds to step 204, where a shift is performed. The direction of the pressing torque T is determined based on the lever operating position.

  Thereafter, the process proceeds to step 205, and the pressing torque T corresponding to the friction coefficient μ of the road surface is calculated with reference to the pressing torque T map shown in FIG. The map of the pressing torque T is set so that the pressing torque T decreases as the friction coefficient μ increases. The map of the pressing torque T shown in FIG. 6 is created in advance based on test data, design data, etc., and is stored in the ROM of the hybrid ECU 25 (or MGECU 31).

  Thereafter, the process proceeds to step 206, and the second MG 13 is controlled so as to generate the pressing torque T, whereby the pressing control for adding the pressing torque T to the reduction gear mechanism 18 is executed by the second MG 13. .

  In the second embodiment described above, the pressing torque is calculated in accordance with the road surface friction coefficient μ during the pressing control. Therefore, the reduction gear mechanism 18 is driven in accordance with the road surface friction coefficient μ. The pressing torque can be changed in response to the change of the pressing torque (torque generated by the second MG 13) necessary for preventing noise. Thus, during the pressing control, the pressing torque can be set to an appropriate value without being excessive or insufficient without being influenced by the friction coefficient μ of the road surface, and while the rattling noise of the reduction gear mechanism 18 is prevented, The power consumption of the second MG 13 can be reduced.

  In the second embodiment, the pressing torque is directly calculated from the road friction coefficient μ using the pressing torque map using the road friction coefficient μ as a parameter. A corresponding correction coefficient may be calculated, and the basic pressing torque may be corrected using the correction coefficient to obtain the final pressing torque.

  Further, the pressing torque may be calculated using the correlation data of the road surface friction coefficient μ. As the correlation data of the road surface friction coefficient μ, for example, the road surface unevenness degree (road surface smoothness degree), the friction force acting on the wheel (= friction coefficient × vehicle load), the slip ratio of the drive wheel, the drive wheel and the driven wheel A rotation difference (a slip amount of the driving wheel) may be used.

[Other Examples]
A combination of the first embodiment and the second embodiment, and using a map of the pressing torque with the road slope angle θ and the friction coefficient μ as parameters, the push according to the road slope angle θ and the friction coefficient μ is used. The contact torque may be calculated.

  Further, the correction coefficient according to the road surface friction coefficient μ is used to correct the pressing torque according to the road surface inclination angle θ, or the correction coefficient according to the road surface inclination angle θ is used to correct the road surface. The pressing torque according to the friction coefficient μ may be corrected.

  Further, the final pressing torque may be obtained by correcting the basic pressing torque using a correction coefficient corresponding to the road surface inclination angle θ and a correction coefficient corresponding to the road surface friction coefficient μ. .

  In the first and second embodiments, the present invention is applied to a split type hybrid vehicle in which the engine power is divided by the planetary gear mechanism. However, the present invention is not limited to the split type hybrid vehicle, and the MG power is reduced to the reduction gear. The present invention may be applied to other types of hybrid vehicles such as a parallel type and a series type as long as they are configured to transmit to the wheel drive shaft via a gear mechanism such as a mechanism.

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... 1st MG, 13 ... 2nd MG, 14 ... Wheel, 16 ... Planetary gear mechanism (power split mechanism), 17 ... Peller shaft (drive shaft), 18 ... Reduction gear Mechanism: 21 ... Battery, 25 ... Hybrid ECU (pushing control means, friction coefficient judging means), 30 ... Engine ECU, 31 ... MG ECU, 32 ... Tilt angle sensor (tilt angle judging means)

Claims (4)

In a control device for a vehicle drive system comprising an internal combustion engine and a motor generator (hereinafter referred to as “MG”), and connecting the MG and a drive shaft of a wheel via a gear mechanism,
A pressing control means for executing a pressing control for adding a predetermined pressing torque to the gear mechanism by the MG when the internal combustion engine is started and / or stopped while the vehicle is stopped;
The control device for a vehicle drive system, wherein the pressing control means sets the pressing torque according to a road surface condition where the vehicle is stopped during the pressing control. Inclination angle determination means for determining the road surface inclination angle or its correlation data as the road surface condition,
2. The vehicle drive system according to claim 1, wherein the pressing control unit includes a unit that sets the pressing torque in accordance with an inclination angle of a road surface determined by the inclination angle determining unit or correlation data thereof. Control device. Friction coefficient determination means for determining the road surface friction coefficient or its correlation data as the road surface condition,
3. The vehicle according to claim 1, wherein the pressing control unit includes a unit that sets the pressing torque in accordance with a road surface friction coefficient determined by the friction coefficient determination unit or correlation data thereof. Drive system controller. The internal combustion engine, the first MG, and the drive shaft are connected via a power split mechanism, and the second MG and the drive shaft are connected via a reduction gear mechanism,
4. The vehicle drive according to claim 1, wherein the pressing control means applies the pressing torque to the reduction gear mechanism by the second MG during the pressing control. System control unit.

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