JP2011194986A - Device for driving hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for driving a hybrid vehicle, allowing a reduction of time until the vehicle starts to move after an internal combustion engine starts without increasing the size of a changeover mechanism.SOLUTION: When starting the internal combustion engine 1, an electronic controller (60, 61, 63, 66) brings the hybrid vehicle into a state of not transmitting rotational power to drive wheels 45, 46 from a rotating member 40 in the changeover mechanism 42, engages a clutch 2, selects a prescribed gear stage in a transmission 3, and performs control to drive a motor generator 50, disengages the clutch 2 or makes the transmission 3 neutral after the internal combustion engine 1 starts, and performs control to stop rotation of the motor generator 50 by performing regeneration in the motor generator 50.

Description

  The present invention relates to a drive device for a hybrid vehicle including an internal combustion engine and a motor generator as power sources.

  As a conventional hybrid vehicle drive device, a drive comprising an internal combustion engine, a transmission that shifts and outputs the output of the input internal combustion engine, and an electric motor that can drive a rotating member to which the output of the transmission is transmitted There is a device. In such a drive device, when starting the internal combustion engine, it has a drive force switching mechanism that suppresses power transmission downstream from the rotating member and can switch to a state in which the drive force from the electric motor can be transmitted to the internal combustion engine. The internal combustion engine can be started by suppressing the power transmission downstream of the rotating member by the driving force switching mechanism and driving the electric motor (see Patent Document 1).

JP 2008-302886 A

In the drive device described in Patent Document 1, until the vehicle starts, after the internal combustion engine is started, until the rotary member reaches 0 rpm in order to enable power transmission to the drive wheels downstream from the rotary member. It is necessary to wait (see time t ₀ from engine start to vehicle start in FIG. 4). This is because, if power is transmitted from the rotating member to the driving wheel without setting the rotating member to 0 rpm, the driving wheel is suddenly torqued and the vehicle suddenly starts. Although it is conceivable to use a synchro mechanism in order to match the gear on the rotating member with the gear of the driving wheel in the driving force switching mechanism, this increases the size of the driving force switching mechanism, and the actuator that drives the switching of the driving force switching mechanism The output of must be increased.

  The main subject of this invention is providing the drive device of the hybrid vehicle which can shorten the time after an internal combustion engine starts until a vehicle starts, without enlarging a switching mechanism.

  In one aspect of the present invention, in a drive device for a hybrid vehicle, an internal combustion engine, a transmission that shifts and outputs rotational power of the internal combustion engine, and rotational power from the internal combustion engine to the transmission can be connected and disconnected. A clutch, a rotating member to which the rotational power from the transmission is transmitted, a motor generator capable of transmitting the rotational power to the rotating member, a state in which the rotational power can be transmitted from the rotating member to the drive wheel, An electronic control device that controls operations of the internal combustion engine, the clutch, the transmission, the motor generator, and the switching mechanism, and a switching mechanism capable of switching between a state in which rotational power is not transmitted from the rotating member to the drive wheels And when the internal control engine is started, the electronic control unit is configured so that the switching mechanism does not transmit rotational power from the rotating member to the drive wheels. The clutch is engaged, a predetermined gear is selected by the transmission, and the motor generator is controlled to be driven, and after the internal combustion engine is started, the clutch is disengaged, Alternatively, the transmission is controlled to be neutral and at the same time regenerated by the motor generator to stop the rotation of the motor generator.

  In the hybrid vehicle drive device of the present invention, the electronic control device confirms whether the switching mechanism can be switched to a state in which rotational power can be transmitted from the rotating member to the drive wheels when stopping the rotation of the motor generator. When the rotation of the motor generator is stopped in a state where the switching mechanism cannot be switched, it is preferable to control the motor generator so that the switching mechanism can be switched.

  In the hybrid vehicle drive device according to the present invention, the rotational power from the rotating member is input via the switching mechanism, and the differential device drives the pair of drive wheels so as to be differentially configured. The rotating member has one groove, the differential device has another groove, the switching mechanism has a connection position for connecting the one groove and the other groove, and the one groove. And a switching member that can be switched to a non-connecting position that does not connect the other groove.

  The drive device for a hybrid vehicle according to the present invention further includes an angle sensor that detects an angle of an output shaft of the motor generator, and the electronic control device is configured to perform the switching mechanism in the switching mechanism based on the angle detected by the angle sensor. It is preferable to confirm whether or not it is possible to switch to a state in which rotational power can be transmitted from the rotating member to the drive wheel.

  According to the present invention, it is possible to align the rotating member and the driving wheel by driving control of the motor generator without having a synchronization function for synchronizing the rotating member and the driving wheel in the switching mechanism. The number of parts of the mechanism does not increase, and the switching mechanism does not increase in size. In addition, after starting the internal combustion engine by driving the motor generator, the clutch is disengaged (or the transmission is neutral) and unnecessary rotation of the motor generator is stopped by regeneration of the motor generator. The time from the start of the internal combustion engine to the start of the vehicle can be shortened. In addition, the cost can be reduced by using a motor generator instead of a starter when starting the internal combustion engine.

1 is a block diagram schematically showing a configuration of a hybrid vehicle including a hybrid vehicle drive device according to Embodiment 1 of the present invention. 3 is a flowchart schematically showing a control operation of the hybrid vehicle drive device according to the first embodiment of the present invention. It is the time chart which showed typically an example of control operation of the drive device of the hybrid vehicle which concerns on Example 1 of this invention. It is the time chart which showed typically an example of control operation of the drive device of the hybrid vehicle which concerns on a comparative example (conventional example).

  In the hybrid vehicle drive device according to the embodiment of the present invention, an internal combustion engine (1 in FIG. 1), a transmission (3 in FIG. 1) for shifting and outputting the rotational power of the internal combustion engine, and the internal combustion engine A clutch (2 in FIG. 1) capable of connecting / disconnecting rotational power to the transmission, a rotating member (40 in FIG. 1) to which rotational power from the transmission is transmitted, and rotational power to the rotating member Motor generator (50 in FIG. 1), and a switching mechanism capable of switching between a state in which rotational power can be transmitted from the rotating member to the driving wheel and a state in which rotational power is not transmitted from the rotating member to the driving wheel (42 in FIG. 1), and an electronic control device (60, 61, 63, 66 in FIG. 1) for controlling operations of the internal combustion engine, the clutch, the transmission, the motor generator, and the switching mechanism. The electronic control device comprises: When starting the internal combustion engine, the switching mechanism does not transmit rotational power from the rotating member to the driving wheel, and the clutch is engaged, and a predetermined gear stage is selected by the transmission, In addition, the motor generator is controlled to be driven, and after the internal combustion engine is started, the clutch is disengaged, or the transmission is neutralized and regenerated by the motor generator. Control the generator to stop rotating.

  A hybrid vehicle driving apparatus according to Embodiment 1 of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram schematically illustrating a configuration of a hybrid vehicle including a hybrid vehicle drive device according to a first embodiment of the present invention.

  Referring to FIG. 1, the hybrid vehicle is a vehicle including an engine 1 that outputs rotational power by combustion energy of fuel and a motor generator 50 that outputs rotational power by electric energy as power sources. The hybrid vehicle includes a clutch 2, a transmission 3, a ring gear member 40, a differential device 41, and shafts 43 and 44 on a power transmission path between the engine 1 and the drive wheels 45 and 46. In the hybrid vehicle, the ring gear member 40 can be driven by the motor generator 50. The hybrid vehicle has a switching mechanism 42 on the power transmission system path between the ring gear member 40 and the differential device 41. The hybrid vehicle includes an engine 1, a clutch 2, a transmission 3, a ring gear member 40, a differential device 41, a switching mechanism 42, shafts 43 and 44, drive wheels 45 and 46, and a motor generator 50. Drive gear 51, shaft 52, engine control device 60, transmission control device 61, inverter 62, motor generator control device 63, battery 64, battery control device 65, hybrid control device 66, An ignition switch 67.

  The engine 1 is an internal combustion engine that outputs rotational power from a crankshaft 1a, for example, by combustion of fuel (for example, hydrocarbons such as gasoline and light oil). The rotational power of the crankshaft 1a is transmitted to the input side member of the clutch 2. The engine 1 includes various sensors (such as an engine rotation sensor) and actuators (such as an injector and an actuator that drives a throttle valve). The engine 1 is communicably connected to the engine control device 60 and is controlled by the engine control device 60. .

  The clutch 2 is a device that is disposed on a power transmission path between the engine 1 and the transmission 3 and that can connect and disconnect the rotational power from the engine 1 to the transmission 3. The clutch 2 engages with an input side member that rotates integrally with the crankshaft 1 a and an output side member that rotates integrally with the input shaft 10 of the transmission 3, so that the rotational power from the crankshaft 1 a to the input shaft 10 is engaged. To communicate. The engagement / disengagement operation of the clutch 2 is performed by a clutch actuator (not shown) that is driven and controlled by the transmission control device 61.

  The transmission 3 is a gear mechanism that changes the rotational power from the engine 1 and outputs it to the ring gear member 40. The transmission 3 is configured to be switchable to a plurality of gear stages. The transmission 3 has an input shaft 10 and an output shaft 30 disposed substantially parallel to the input shaft 10.

  The input shaft 10 rotates integrally with the output side member of the clutch 2. The input shaft 10 is integrally provided with a first speed drive gear 11, a reverse drive gear 12, and a second speed drive gear 13 from the clutch 2 side. From the second speed drive gear 13 side, a third speed drive gear 14, a fourth speed drive gear 15, a fifth speed drive gear 16, and a sixth speed drive gear 17 are mounted on the input shaft 10 so as to be idle. These drive gears 11 and 13 to 17 mesh with corresponding driven gears 32 and 34 to 38.

  A 3-speed mode for transmitting rotational power by synchronizing the input shaft 10 and the 3-speed drive gear 14 between the 3-speed drive gear 14 and the 4-speed drive gear 15, and the input shaft 10 and 4-speed drive gear Synchro that can be switched between a 4-speed mode in which rotational power is transmitted in synchronization with the drive gear 15 and a neutral mode in which rotational power is not transmitted from the input shaft 10 to the 3-speed drive gear 14 and the 4-speed drive gear 15 It has a mechanism 18 (synchronizer).

  A 5-speed mode for transmitting rotational power by synchronizing the input shaft 10 and the 5-speed drive gear 16 between the 5-speed drive gear 16 and the 6-speed drive gear 17, and the input shaft 10 and 6-speed drive gear Synchronized switchable between a 6-speed mode in which rotational power is transmitted in synchronization with the drive gear 17 and a neutral mode in which rotational power is not transmitted from the input shaft 10 to the 5-speed drive gear 16 and the 6-speed drive gear 17 It has a mechanism 19.

  A drive gear 51 is integrally provided on the output shaft 30. The drive gear 51 is engaged with the ring gear member 40. Corresponding to the input shaft 10, a first-speed driven gear 32 and a second-speed driven gear 34 are mounted on the output shaft 30 from the drive gear 51 side so as to be idled, a third-speed driven gear 35, and a fourth-speed driven gear. A gear 36, a fifth speed driven gear 37, and a sixth speed driven gear 38 are integrally provided. These driven gears 32 and 34 to 38 mesh with the corresponding drive gears 11 and 13 to 17.

  A first speed mode for transmitting rotational power by synchronizing the first speed driven gear 32 and the output shaft 30 between the first speed driven gear 32 and the second speed driven gear 34; Synchro that can be switched between a 2-speed mode in which rotational power is transmitted in synchronization with the output shaft 30 and a neutral mode in which rotational power is not transmitted from the first-speed driven gear 32 and the second-speed driven gear 34 to the output shaft 30 A mechanism 39 is included.

  A reverse driven gear 33 is provided on the outer peripheral side of a member (corresponding to a sleeve) that rotates integrally with the output shaft 30 in the synchro mechanism 39. An idler gear 20 that is movable in the axial direction is provided on a shaft that is arranged in parallel with the input shaft 10 and the output shaft 30. The idler gear 20 is engaged with the reverse drive gear 12 and the reverse driven gear 33 according to the position in the axial direction, thereby realizing a reverse gear. At the forward shift speed other than reverse, the idler gear 20 is disposed at the neutral position, the connection is released, and the gear rotates idly.

  The switching operation of the synchro mechanisms 18, 19 and 39 and the movement of the idler gear 20 are performed by a speed change actuator (not shown). A transmission actuator (not shown) is driven and controlled by a transmission control device 61.

  The ring gear member 40 is a gear that meshes with each of the drive gear 31 of the transmission 3 and the drive gear 54 of the shaft 52 and transmits rotational power to the differential device 41 via the switching mechanism 42. The ring gear member 40 has a spline 40a (which may be a groove) that selectively meshes with the switching mechanism 42.

  The differential device 41 is a device that differentially drives the shafts 43 and 44 connected to the drive wheels 45 and 46, respectively, while the rotational power from the ring gear member 40 is input via the switching mechanism 42. . The differential device 41 has a spline 41a (which may be a groove) that is slidably engaged with the switching mechanism 42 in the axial direction on the input side member.

  The switching mechanism 42 is a mechanism that can be switched between a connection mode in which the ring gear member 40 and the differential device 41 are connected and a non-connection mode in which the ring gear member 40 and the differential device 41 are not connected. The switching mechanism 42 can use a switching member that can be switched between a connection position that connects the spline 40a and the spline 41a and a non-connection position that does not connect the spline 40a and the spline 41a. The switching mechanism 42 meshes with the spline 41a so as to be slidable in the axial direction, and meshes with the spline 40a of the ring gear member 40 in the connection mode. Note that the switching mechanism 42 may be incorporated in the differential device 41.

  The motor generator 50 is a synchronous generator motor that drives as a motor and also as a generator. Motor generator 50 exchanges power with battery 64 through inverter 62. The motor generator 50 includes an angle sensor (not shown) for detecting the rotation angle of the output shaft 50a and a rotation speed sensor (not shown). The motor generator 50 has a drive gear 51 attached and fixed to the output shaft 50a. The drive gear 51 is in mesh with the driven gear 53. The driven gear 53 rotates integrally with the driven gear 54 via the shaft 52. The driven gear 54 meshes with the ring gear member 40. The motor generator 50 generates power using the rotational power transmitted from the engine 1 via the transmission 3, the ring gear member 40, the driven gear 54, the shaft 52, the driven gear 53, and the drive gear 51 to charge the battery 64. Rotational power transmitted from the drive wheels 45 and 46 through the shafts 43 and 44, the differential device 41, the switching mechanism 42, the ring gear member 40, the drive gear 54, the shaft 52, the driven gear 53, and the drive gear 51. It is possible to regenerate and charge the battery 64, or to use the electric power from the battery 64 to output rotational power. The motor generator 50 has various sensors (such as an angle sensor), is connected to a motor generator control device 63 via an inverter 62 so as to be communicable, and is controlled by the motor generator control device 63.

  The engine control device 60 is a computer (electronic control device) that controls the operation of the engine 1. The engine control device 60 includes various actuators (not shown; for example, actuators that drive a throttle valve, an injector, etc.) built in the engine 1, various sensors (not shown; for example, an engine rotation sensor), and hybrid control. The device 66 is communicably connected. The engine control device 60 performs control processing based on a predetermined program (including a database, a map, and the like) in response to a control signal from the hybrid control device 66.

  The transmission control device 61 is a computer (electronic control device) that controls operations of the clutch 2, the transmission 3 (including the synchro mechanisms 18, 19, 39, and the idler gear 20), and the switching mechanism 42. The transmission control device 61 is communicably connected to various actuators (not shown), various sensors (not shown; for example, a rotation sensor), and the hybrid control device 66. The transmission control device 61 performs control processing based on a predetermined program (including a database, a map, and the like) in accordance with a control signal from the hybrid control device 66.

  Inverter 62 controls the operation (drive operation, power generation operation, regenerative operation) of motor generator 50 in accordance with a control signal from motor generator control device 63. Inverter 62 is electrically connected to battery 64 via a boost converter (not shown).

  The motor generator control device 63 is a computer (electronic control device) that controls the operation of the motor generator 50 via the inverter 62. The motor generator control device 63 is communicably connected to the inverter 62, various sensors (not shown; for example, an angle sensor) and the hybrid control device 66. The motor generator control device 63 performs control processing based on a predetermined program (including a database, a map, etc.) in response to a control signal from the hybrid control device 66.

  The battery 64 is a rechargeable secondary battery. Battery 64 is electrically connected to motor generator 50 via inverter 62.

  The battery control device 65 is a computer (electronic control device) that manages the charge / discharge state of the battery 64. The battery control device 65 is communicably connected to the hybrid control device 66. The battery control device 65 performs control processing based on a predetermined program (including a database, a map, etc.) in response to a control signal from the hybrid control device 66.

  The hybrid control device 66 is a computer (electronic control device) that controls operations of the engine control device 60, the transmission control device 61, the motor generator control device 63, and the battery control device 65. The hybrid control device 66 includes various sensors (not shown; for example, a vehicle speed sensor, an accelerator opening sensor, etc.), various switches (eg, an ignition switch 67, etc.), an engine control device 60, a transmission control device 61, and a motor generator control. The device 63 and the battery control device 65 are communicably connected. The hybrid control device 66 is based on a predetermined program (including a database, a map, etc.) according to a predetermined situation of the vehicle, and controls the engine control device 60, the transmission control device 61, the motor generator control device 63, and the battery control. A control signal is output to the device 65. The hybrid control device 66 controls the start and stop of the engine 1 via the engine control device 60, and the operation of the clutch 2, the synchro mechanisms 18, 19, 39, and the switching mechanism 42 via the transmission control device 61. And the movement of the idler gear 20, the drive, power generation and regeneration of the motor generator 50 are controlled via the motor generator control device 63, and the battery 64 is managed via the battery control device 65.

  The ignition switch 67 is a switch used when starting and stopping the engine 1. The ignition switch 67 is communicably connected to the hybrid control device 66.

  In the hybrid vehicle as described above, when the engine 1 is started, the clutch 2 is engaged, a predetermined forward gear is selected by the transmission 3, and the ring gear member 40 and the differential device 41 are selected by the switching mechanism. Are disconnected and the motor generator 50 is driven to start the engine 1. Further, when the hybrid vehicle travels by the driving force of the engine 1, the clutch 2 is engaged, a predetermined gear stage is selected by the transmission 3, and the ring gear member 40 and the differential device 41 are selected by the switching mechanism 42. It can drive | work by connecting. When the hybrid vehicle travels with the driving force of the motor generator 50, the clutch 2 is disengaged or the transmission 3 is neutral, and the ring gear member 40 and the differential device 41 are connected by the switching mechanism 42. Can travel.

  Next, the control operation of the hybrid vehicle drive device according to the first embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a flowchart schematically showing a control operation of the hybrid vehicle drive device according to the first embodiment of the present invention. FIG. 3 is a time chart schematically showing an example of the control operation of the hybrid vehicle drive device according to the first embodiment of the present invention.

  First, the hybrid control device 66 confirms whether or not the ignition switch 67 is ON (step A1). If the ignition switch 67 is not turned on (NO in step A1), the process ends and returns to the start.

  When the ignition switch 67 is ON (YES in Step A1), the hybrid control device 66 checks whether or not there is a request for starting the engine 1 (Step A2). Here, the start request for the engine 1 is such that the hybrid controller 66 automatically makes a start request for the engine 1 based on a driver's operation (depressing the accelerator pedal or the like). If there is no request for starting the engine 1 (NO in step A2), the process ends and returns to the start.

  When there is a request for starting the engine 1 (YES in step A2), the hybrid control device 66 disconnects the ring gear member 40 and the differential device 41 by the switching mechanism 42 via the transmission control device 61. Then, a predetermined forward gear stage is selected by the transmission 3, and control is performed so that the clutch 2 is engaged (step A3). Step A3 corresponds to time A in FIG.

  After step A3 or when the engine 1 has not been started (NO in step A5), the hybrid control device 66 performs control to drive the motor generator 50 via the motor generator control device 63. Then, the engine 1 is cranked (step A4).

  After step A4, the hybrid control device 66 checks whether or not the engine 1 has been started via the engine control device 60 (step A5). If the engine 1 has not been started (NO in step A5), the process returns to step A4.

  When the start of the engine 1 is completed (YES in step A5), the hybrid control device 66 controls the clutch 2 to be disengaged via the transmission control device 61 (step A6). In step A6, instead of controlling the clutch 2 to be disengaged, the transmission 3 may be controlled to be neutral. Step A6 corresponds to time B in FIG.

  After step A6 or when the stop of the motor generator 50 is not completed (NO in step A8), the hybrid controller 66 causes the motor generator 50 to stop the motor generator 50 via the motor generator controller 63. 50 is regeneratively controlled (step A7).

  After step A7, the hybrid controller 66 checks whether or not the motor generator 50 has been stopped (rotation speed is 0 rpm) via the motor generator controller 63 (step A8). When the stop of the motor generator 50 is not completed (NO in step A8), the process returns to step A7.

  When the stop of motor generator 50 is completed (YES in step A8), hybrid control device 66 can connect ring gear member 40 and differential device 41 with switching mechanism 42 via transmission control device 61. (Step A9). When the switching gear 42 can connect the ring gear member 40 and the differential device 41 (YES in step A9), the process proceeds to step A11.

  When the switching gear 42 cannot connect the ring gear member 40 and the differential device 41 (NO in Step A9), the hybrid control device 66 controls the drive of the motor generator 50 via the motor generator control device 63. Thus, the switching mechanism 42 can align the spline 40a of the ring gear member 40 and the spline 41a of the differential device 41, and the switching mechanism 42 can connect the ring gear member 40 and the differential device 41. A state is set (step A10). The spline 40a of the ring gear member 40 and the spline 41a of the differential device 41 are aligned by using a signal from an angle sensor (not shown) or the like that detects the angle of the output shaft 50a of the motor generator 50. This can be done by returning the angle of the 50 output shafts 50a to the angle before starting the engine.

  After step A10 or when it is possible to connect the ring gear member 40 and the differential device 41 by the switching mechanism 42 (YES in step A9), the hybrid control device 66 passes through the transmission control device 61. Then, the switching mechanism 42 is controlled to connect the ring gear member 40 and the differential device 41 (step A11). Then, the process ends. Step A11 corresponds to time C in FIG.

According to the first embodiment, even if the switching mechanism 42 does not have a synchronization function that synchronizes the spline 40a of the ring gear member 40 and the spline 41a of the differential device 41, the motor generator 50 is controlled by the drive control of the ring gear member 40. Since the spline 40a and the spline 41a of the differential device 41 can be aligned, the number of parts of the switching mechanism 42 does not increase, and the switching mechanism 42 does not increase in size. In addition, after starting the engine 1 by driving the motor generator 50, the clutch 2 is disengaged (or the transmission 3 is neutral), and unnecessary rotation of the motor generator 50 is stopped by regeneration of the motor generator 50. the motor generator 50 is stopped at an early stage, it is possible to shorten the time from the engine start to the vehicle start (see t ₁ in FIG. 3). In addition, the cost can be reduced by using the motor generator 50 instead of the starter when the engine 1 is started.

1 engine (internal combustion engine)
DESCRIPTION OF SYMBOLS 1a Crankshaft 2 Clutch 3 Transmission 10 Input shaft 11 1st speed drive gear 12 Reverse drive gear 13 2nd speed drive gear 14 3rd speed drive gear 15 4th speed drive gear 16 5th speed drive gear 17 6th speed Drive gear 18 Synchro mechanism 19 Synchro mechanism 20 Idler gear 30 Output shaft 31 Drive gear 32 1st speed driven gear 33 Reverse driven gear 34 2nd speed driven gear 35 3rd speed driven gear 36 4th speed driven gear 37 5th speed driven Gear 38 6-speed driven gear 39 Synchro mechanism 40 Ring gear member (rotating member)
40a Spline (one groove)
41 Differential 41a Spline (other groove)
42 switching mechanism 43, 44 shaft 45, 46 drive wheel 50 motor generator 50a output shaft 51 drive gear 52 shaft 53 driven gear 54 drive gear 60 engine control device 61 transmission control device 62 inverter 63 motor generator control device 64 battery 65 battery control Device 66 Hybrid control device 67 Ignition switch

Claims (4)

An internal combustion engine;
A transmission for shifting and outputting the rotational power of the internal combustion engine;
A clutch capable of connecting and disconnecting rotational power from the internal combustion engine to the transmission;
A rotating member to which rotational power from the transmission is transmitted;
A motor generator capable of transmitting rotational power to the rotating member;
A switching mechanism capable of switching between a state in which rotational power can be transmitted from the rotating member to the driving wheel and a state in which rotational power is not transmitted from the rotating member to the driving wheel;
An electronic control device for controlling operations of the internal combustion engine, the clutch, the transmission, the motor generator, and the switching mechanism;
With
When starting the internal combustion engine, the electronic control unit causes the switching mechanism not to transmit rotational power from the rotating member to the driving wheel, engages the clutch, and causes the transmission to After selecting the gear stage and controlling the motor generator to be driven and starting the internal combustion engine, the clutch is disengaged or the transmission is neutral, and the motor generator regenerates. Thus, the hybrid vehicle drive device is controlled so as to stop the rotation of the motor generator.   When stopping the rotation of the motor generator, the electronic control unit confirms whether the switching mechanism can be switched to a state in which rotational power can be transmitted from the rotating member to the driving wheel, and the switching mechanism is unable to switch the state. 2. The drive device for a hybrid vehicle according to claim 1, wherein when the rotation of the motor generator is stopped, the motor generator is controlled so as to be switched in the switching mechanism. Rotational power from the rotating member is input through the switching mechanism, and a differential device that differentially drives the pair of drive wheels,
The rotating member has one groove,
The differential has another groove;
The switching mechanism is a switching member that can be switched between a connection position that connects the one groove and the other groove and a non-connection position that does not connect the one groove and the other groove. The drive device for a hybrid vehicle according to claim 1 or 2. An angle sensor for detecting the angle of the output shaft of the motor generator;
The electronic control unit confirms whether or not the switching mechanism can be switched to a state in which rotational power can be transmitted from the rotating member to a driving wheel based on an angle detected by the angle sensor. Item 4. A hybrid vehicle drive device according to Item 3.

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