JP2011225161A - Transmission system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission system for vehicle that can properly start an engine.SOLUTION: The transmission system includes: a differential part 57 in which a differential state is controlled by connecting an electric motor MG 1 and an engine 4 which generates power to be transmitted to a driving wheel 3 of a vehicle 2 and controlling the electric motor MG 1; a power transmission device 5 which has a change gear part 58 connected with a differential part 57 and can change a stop position of an engine output shaft 41 of the engine 4 by torque input to the engine 4 into the differential part 57 side from the change gear part 58 side accompanying the change gear operation by the change gear part 58 while stopping and traveling the engine 4; and a control device 9 which can perform first stop position control which adjusts a stop position of the engine output shaft 41 by controlling the torque which the electric motor MG 1 generates according to the gear change, when there is a gear change by the change gear part 58 while suspending and traveling of the engine.

Description

  The present invention relates to a vehicle drive device.

  As a conventional vehicle drive device, for example, Patent Document 1 includes an internal combustion engine and an electric motor connected to a power transmission path to a drive wheel, and electric motor traveling that allows the electric motor to travel while the internal combustion engine is stopped is possible. A control device for a hybrid vehicle drive device is disclosed. This control device for a hybrid vehicle drive device performs internal combustion engine rotation control to rotate the output shaft of the internal combustion engine when the continuous travel distance in the motor travel exceeds a predetermined value, so Promotes lubrication.

JP 2008-302801 A

  By the way, the control device for a hybrid vehicle drive device described in Patent Document 1 described above, for example, depending on the running state during running of the electric motor, the rotation angle of the output shaft of the engine in the stopped state is the optimum stop angle at the time of starting. Further improvements are desired in terms of starting the engine.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle drive device that can start an engine properly.

  In order to achieve the above object, a vehicle drive device according to the present invention is configured such that a differential state is controlled by connecting an electric motor and an engine that generates power transmitted to driving wheels of the vehicle and controlling the electric motor. And a transmission unit coupled to the differential unit, and the differential unit from the transmission unit side in accordance with a transmission operation by the transmission unit while the engine is stopped and running. A power transmission device in which the stop position of the engine output shaft of the engine can be changed by torque input to the engine side, and when there is a shift by the transmission unit while the engine is stopped and running, And a control device capable of executing a first stop position control for adjusting a stop position of the engine output shaft by controlling a torque generated by an electric motor.

  In the vehicle drive device, the control device may execute the first stop position control based on an actual position change of the engine output shaft.

  In the vehicle drive device, the control device may execute the first stop position control based on a gear position of the transmission unit.

  In the vehicle drive device, the control device may be configured such that when the first stop position control is executed, the speed of the speed changer is a predetermined speed assigned with a relatively large speed ratio. In the first stop position control, the torque generated by the electric motor can be limited.

  In the vehicle drive device, the control device may execute the first stop position control during a shift of the transmission unit.

  In the vehicle drive device, the control device may be configured to perform the first stop position control when the adjustment of the stop position of the engine output shaft is not completed during the shift of the transmission unit. The adjustment amount of the stop position can be relatively reduced, and the adjustment of the stop position of the engine output shaft can be continued even after the shifting of the transmission unit is completed.

  Further, in the above vehicle drive device, the control device, when the actual stop position of the engine output shaft is deviated from a preset appropriate position after the end of the first stop position control, is based on the deviation amount. Thus, the torque generated by the electric motor in the first stop position control next time can be corrected.

  In the vehicle drive device, the control device may be configured such that the actual stop position of the engine output shaft is deviated from a preset appropriate position in a state where the vehicle is stopped and the engine is stopped. And executing a second stop position control for adjusting a stop position of the engine output shaft by controlling a torque generated by the electric motor in a non-transmission state in which the transmission of power from the power transmission device to the drive wheel is interrupted. Can be.

  Further, in the vehicle drive device, the control device may be configured such that an actual stop position of the engine output shaft is set in advance before the engine is started in a state where the vehicle is stopped and the engine is stopped. When the position is deviated from the position, the engine can be started in a non-transmission state in which transmission of power from the power transmission device to the drive wheel is interrupted.

  The vehicle drive device according to the present invention controls the engine output shaft by controlling the torque generated by the electric motor according to the gear shift by the control device when there is a gear shift by the speed change unit while the engine is stopped and running. Since the first stop position control for adjusting the stop position of the engine is executed, the engine can be started properly.

FIG. 1 is a schematic diagram illustrating a schematic configuration of a vehicle to which the vehicle drive device according to the embodiment is applied. FIG. 2 is a diagram illustrating an operation engagement table in the vehicle drive device according to the embodiment. FIG. 3 is an alignment chart in the vehicle drive device according to the embodiment. FIG. 4 is an input / output relationship diagram in the ECU according to the embodiment. FIG. 5 is a diagram illustrating an example of a shift line in the vehicle drive device according to the embodiment. FIG. 6 is a diagram illustrating an example of engine torque pulsation in the engine according to the embodiment. FIG. 7 is a time chart for explaining an example of control by the ECU according to the embodiment. FIG. 8 is a flowchart illustrating an example of control by the ECU according to the embodiment. FIG. 9 is a time chart illustrating another example of control by the ECU according to the embodiment.

  Embodiments of a vehicle drive device according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment]
FIG. 1 is a schematic diagram illustrating a schematic configuration of a vehicle to which the vehicle drive device according to the embodiment is applied, FIG. 2 is a diagram illustrating an operation engagement table in the vehicle drive device according to the embodiment, and FIG. FIG. 4 is an input / output relation diagram in the ECU according to the embodiment. FIG. 5 is a diagram showing an example of a shift line in the vehicle drive device according to the embodiment. 6 is a diagram illustrating an example of engine torque pulsation in the engine according to the embodiment, FIG. 7 is a time chart illustrating an example of control by the ECU according to the embodiment, and FIG. 8 is control by the ECU according to the embodiment. FIG. 9 is a time chart illustrating another example of control by the ECU according to the embodiment.

  As shown in FIG. 1, the vehicle drive device 1 according to the present embodiment is mounted on a vehicle 2 and is a system for driving the vehicle 2. The vehicle 2 is a so-called “hybrid vehicle” in which an engine and an electric motor are mounted as a driving power source (prime mover) in order to drive the drive wheels 3 to drive them.

  The vehicle drive device 1 of the present embodiment is a hybrid drive device, and an engine that generates power transmitted to the drive wheels 3 of the vehicle 2, for example, an engine 4 as an internal combustion engine, and an engine 4 generates the power. The power transmission device 5 that transmits the motive power to the drive wheels 3, the inverter 6, the power storage device 7, the hydraulic control circuit 8, and the ECU 9 as a control device are provided. The power transmission device 5 includes a motor generator (hereinafter abbreviated as “motor” unless otherwise specified) MG1 as a first motor and a motor MG2 as a second motor as a plurality of motors, here two motors. . Typically, in the vehicle drive device 1, the ECU 9 controls the engine 4 and the power transmission device 5 to operate the engine 4 in a state as efficient as possible, while the power and engine braking force are excessively insufficient. The system is configured to reduce exhaust gas from the engine 4 and simultaneously improve fuel efficiency by supplementing with motors MG1 and MG2 and further regenerating energy during deceleration. Since the power transmission device 5 and the like are configured symmetrically with respect to the rotation axis, in FIG. 1, only one side is illustrated with the rotation axis being sandwiched, and the other side is not shown.

  The engine 4 is a power source that generates power that consumes fuel and acts on the drive wheels 3 of the vehicle 2. The engine 4 is connected to the drive wheels 3 via the power transmission device 5 and the like and is applied to the drive wheels 3. Engine torque) can be generated. The engine torque is torque generated in the crankshaft 41 that is the engine output shaft of the engine 4. The engine 4 is a heat engine that converts the energy of the fuel into mechanical work by burning the fuel and outputs the mechanical work. Examples of the engine 4 include a gasoline engine, a diesel engine, and an LPG engine. The engine 4 can generate mechanical power (engine torque) on the crankshaft 41 as the fuel burns, and can output this mechanical power from the crankshaft 41 toward the drive wheels 3.

  The power transmission device 5 transmits power generated by one engine 4 and two motors MG1 or MG2 as a power source to the drive wheels 3 to drive the drive wheels 3 in rotation. The power transmission device 5 includes a motor MG1, a motor MG2, a transmission mechanism 52 whose input shaft 51 is coupled to the crankshaft 41 so as to be integrally rotatable, and a propeller coupled to the output shaft 53 of the transmission mechanism 52 so as to be integrally rotatable. A shaft 54, a differential mechanism 55 coupled to the propeller shaft 54, and a drive shaft 56 coupled to the differential mechanism 55 and rotating the drive wheel 3 are provided. In addition to the input shaft 51 and the output shaft 53, the speed change mechanism 52 further includes a differential portion 57, a speed change portion 58, and a transmission shaft 59. The power transmission device 5 has the same motor MG1, motor MG2, input shaft 51, output shaft 53, differential unit 57, transmission unit 58, transmission shaft 59, and the like in the case 5A that also functions as a fixed portion of the rotating element. It arrange | positions coaxially so that it can rotate with a rotating shaft line.

  The motors MG1 and MG2 are both rotary electric machines, so-called motor generators, that have both a function as an electric motor that converts supplied electric power into mechanical power and a function as a generator that converts input mechanical power into electric power. It is. That is, the motors MG1 and MG2 have both a power running function that is driven by supplying electric power to convert electrical energy into mechanical energy and outputs, and a regeneration function that converts mechanical energy into electrical energy. Motors MG1 and MG2 are both electrically connected to inverter 6.

  Here, inverter 6 is electrically connected to power storage device 7. Inverter 6 controls input / output of electric power of power storage device 7 and controls transmission / reception of power between power storage device 7 and motors MG1 and MG2 in accordance with a signal from hybrid ECU 93 of ECU 9 described later. The power storage device 7 is configured by a battery or the like and can store power.

  For example, the motors MG1 and MG2 are configured by an AC synchronous motor or the like, driven by receiving AC power from the power storage device 7 via the inverter 6, and driving the rotor with mechanical power (motor torque). It is possible to generate this mechanical power from the rotor shaft toward the drive wheel 3. That is, for example, the motors MG1 and MG2 generate a rotating magnetic field when the stator is supplied with electric power, and generate a motor torque by being attracted to the rotating magnetic field and rotating the rotor. The motor torque is torque generated in the rotors of the motors MG1 and MG2. Further, the motors MG1 and MG2 can generate power by regeneration, for example, when the rotor rotates by receiving mechanical power, and the electric power generated by the power generation is stored in the power storage device 7 via the inverter 6. Here, the motor MG1 is mainly used as a generator that generates power upon receiving the output of the engine 4, and the motor MG2 is mainly used as an electric motor that outputs power for traveling.

  The speed change mechanism 52 can output the rotational output of the engine 4 or the rotational outputs of the motors MG1 and MG2, or the rotational outputs of both, by shifting the speed. In the speed change mechanism 52, an input shaft 51, which is an input member to which power is input from the engine 4 side, is coupled to the crankshaft 41, and an output shaft 53, which is an output member that outputs power to the drive wheels 3 side, is connected to the propeller shaft 54. The differential unit 57 and the transmission unit 58 are coupled via the transmission shaft 59. The differential unit 57 is connected to the input shaft 51. The transmission 58 is connected to the drive wheel 3 via the output shaft 53, the propeller shaft 54, the differential mechanism 55, and the drive shaft 56.

  In the transmission mechanism 52, the overall transmission ratio of the entire transmission mechanism 52 is determined based on the transmission ratio of the differential unit 57 and the transmission ratio of the transmission unit 58. The speed change mechanism 52, for example, changes the rotational power generated by the engine 4 and input to the input shaft 51 in accordance with the overall gear ratio, and transmits it to the output shaft 53. From the output shaft 53 to the propeller shaft 54, the differential It can output toward the drive wheel 3 via the mechanism 55, the drive shaft 56, and the like. As will be described in detail below, the speed change mechanism 52 is configured such that the differential portion 57 and the speed change portion 58 are connected via a transmission shaft 59 so that the engine 4 is stopped and travels. The stop position of the crankshaft 41 of the engine 4 can be changed by the torque input from the transmission unit 58 side to the differential unit 57 side with the transmission operation by the transmission unit 58.

  The differential unit 57 is an electric differential unit in which the differential state is controlled by connecting the engine 4, the motor MG1, and the motor MG2 and controlling the output of the motor MG1. Thereby, the differential part 57 can be in an electrically continuously variable transmission state, that is, can function as a continuously variable transmission part (electric CVT) operable as an electrical continuously variable transmission.

  The differential unit 57 includes a planetary gear mechanism 57A as a differential mechanism configured to include a plurality of rotational elements capable of differential rotation, and the motor MG1 and the motor MG2 described above. The differential unit 57 can transmit power to the engine 4 as the first rotating element, the motor MG1 as the second rotating element, and the motor MG2 as the third rotating element among the plurality of rotating elements of the planetary gear mechanism 57A. Connected. The planetary gear mechanism 57A is described as being a so-called single pinion type overdrive planetary gear having a predetermined gear ratio ρ0 (ratio of the number of teeth of the sun gear S0 to the number of teeth of the ring gear R0), but is a double pinion type. May be. Moreover, as a differential mechanism which comprises the differential part 57, a planetary roller mechanism etc. may be sufficient, for example (it is the same unless there is particular notice in the following description). Further, the motor MG2 may be connected to the output shaft 53 instead of the rotating element of the planetary gear mechanism 57A.

  The planetary gear mechanism 57A functions as a so-called power split mechanism. For example, the planetary gear mechanism 57A splits the power output by the engine 4 into the motor MG1 side and the transmission shaft 59 (drive wheel 3) side, or the engine 4 outputs The combined power and the power output from the motor MG1 are combined and output to the transmission shaft 59. The planetary gear mechanism 57A includes, as a plurality of rotating elements, a sun gear S0 configured as an external gear, a ring gear R0 configured as an internal gear disposed concentrically with the sun gear S0, a sun gear S0, and a ring gear R0. And a carrier CA0 that supports the pinion gear meshing with each other so as to rotate and revolve freely. The planetary gear mechanism 57A is configured such that the carrier CA0, the sun gear S0, and the ring gear R0 as these three rotating elements rotate in a differential manner.

  The carrier CA0 is coupled to the crankshaft 41 of the engine 4 via the input shaft 51 so as to be integrally rotatable. Power from the crankshaft 41 of the engine 4 is transmitted to the carrier CA0 via the input shaft 51. Sun gear S0 is coupled to the rotor of motor MG1 so as to be integrally rotatable. Ring gear R0 is coupled to the rotor of motor MG2 and transmission shaft 59 so as to be integrally rotatable. The transmission shaft 59 is connected to a transmission unit 58 described later, that is, the ring gear R0 is connected to the transmission unit 58 via the transmission shaft 59.

  The transmission unit 58 is connected to the differential unit 57 via the transmission shaft 59 as described above. The transmission unit 58 is provided in series with the differential unit 57 between the transmission shaft 59 and the drive wheel 3. The transmission unit 58 performs a shift of the rotation transmitted to the transmission shaft 59. The transmission unit 58 is a stepped automatic transmission unit having a plurality of shift stages each assigned a predetermined transmission ratio.

  The transmission unit 58 includes a plurality of planetary gear mechanisms 58A and a planetary gear mechanism 58B serving as a plurality of differential mechanisms here, each including a plurality of rotational elements capable of differential rotation. The planetary gear mechanisms 58A and 58B described below have predetermined gear ratios ρ1 (ratio of the number of teeth of the sun gear S1 to the number of teeth of the ring gear R1) and ρ2 (ratio of the number of teeth of the sun gear S2 to the number of teeth of the ring gear R2). Although it is described as a single pinion type having a double pinion type, it may be a double pinion type.

  And the transmission part 58 has clutch C1-C3, brake B1, B2, and the one-way clutch F1 as an engagement element which functions as a mechanism which switches an operation state. The clutches C <b> 1 to C <b> 3 are mechanisms that transmit torque between the rotating elements when engaged and block the torque between the rotating elements when released. The brakes B1 and B2 are mechanisms that restrict the relative rotation of the rotating element with respect to the case 5A as a fixed portion by engaging, and allow the relative rotation of the rotating element by releasing. The clutches C1 to C3 and the brakes B1 and B2 can be constituted by, for example, a frictional engagement mechanism such as a multi-plate clutch or a meshing engagement mechanism such as a dog clutch. Here, a hydraulic multi-plate clutch is used. Use. The one-way clutch F1 is a mechanism that allows relative rotation of the rotating element with respect to the case 5A only in one direction and restricts relative rotation in the other direction. The transmission unit 58 can set various power transmission states by appropriately engaging and releasing the plurality of engagement elements, and can be operated as a mechanical stepped transmission. Can function.

  The planetary gear mechanism 58A includes, as a plurality of rotating elements, a sun gear S1 configured as an external gear, a ring gear R1 configured as an internal gear disposed concentrically with the sun gear S1, a sun gear S1, and a ring gear R1. And a carrier CA1 that supports the pinion gear meshing with each other so as to be rotatable and revolved. The planetary gear mechanism 58A is configured such that the carrier CA1, the sun gear S1, and the ring gear R1 as these three rotating elements rotate in a differential manner.

  The planetary gear mechanism 58B includes, as a plurality of rotating elements, a sun gear S2 configured as an external gear, a ring gear R2 configured as an internal gear disposed concentrically with the sun gear S2, a sun gear S2, and a ring gear R2. And a carrier CA2 that supports the pinion gear meshing with each other so as to rotate and revolve freely. The planetary gear mechanism 58B is configured such that the carrier CA2, the sun gear S2, and the ring gear R2 as these three rotating elements rotate differentially with each other.

  The carrier CA1 is connected to the ring gear R2, is connected to the case 5A via the one-way clutch F1, and is further connected to the transmission shaft 59 via the clutch C2. The sun gear S1 is connected to the transmission shaft 59 via the clutch C3 and is connected to the case 5A via the brake B1. Ring gear R1 is connected to carrier CA2. The carrier CA2 is connected to the ring gear R1 and is connected to the output shaft 53 so as to be integrally rotatable. The sun gear S2 is connected to the transmission shaft 59 via the clutch C1. Ring gear R2 is connected to carrier CA1, and is connected to case 5A via one-way clutch F1 and brake B2.

  The clutch C1 selectively connects the sun gear S2 and the transmission shaft 59. The clutch C2 selectively connects the carrier CA1 and the transmission shaft 59. The clutch C3 selectively connects the sun gear S1 and the transmission shaft 59. The brake B1 selectively connects the sun gear S1 and the case 5A. The brake B2 selectively connects the carrier CA1 and the ring gear R2 to the case 5A. The one-way clutch F1 supports the carrier CA1 and the ring gear R2 with respect to the case 5A so as to allow relative rotation in one direction and restrict relative rotation in the other direction.

  Then, the hydraulic control circuit 8 operates the transmission mechanism 52, more specifically, the engagement elements such as the clutches C1 to C3 and the brakes B1 and B2 of the transmission 58 by the hydraulic pressure of the hydraulic oil as the fluid. The hydraulic control circuit 8 is configured by, for example, various known hydraulic circuits controlled by the ECU 9. The hydraulic control circuit 8 includes a plurality of oil passages, an oil reservoir, an oil pump, a plurality of electromagnetic valves, and the like, and transmits power to the transmission mechanism 52 and the like according to a signal from a stepped transmission ECU 92 of the ECU 9 described later. The flow rate or hydraulic pressure of hydraulic oil supplied to each part of the device 5 is controlled.

  In the power transmission device 5 configured as described above, for example, the clutches C1 to C3 and the brakes B1 and B2 of the transmission unit 58 are selectively engaged according to the operation engagement table of FIG. In the operation engagement table of FIG. 2, “◯” represents engagement, the blank represents release, and “(◯)” represents engagement during engine braking. “O” in the column of the one-way clutch F1 represents a state where the relative rotation of the carrier CA1 and the ring gear R2 is restricted (locked state), that is, a state where the carrier CA1 and the ring gear R2 and the case 5A are engaged. As a result, the power transmission device 5 causes the transmission unit 58 to change any of the first gear (first gear) 1st to the fourth gear (fourth gear) 4th and the reverse gear (reverse gear) Rev. One gear stage is selectively established, and the gear ratio in the transmission 58 (the rotational speed of the transmission shaft 59 / the rotational speed of the output shaft 53) is obtained for each gear stage. Further, the power transmission device 5 is a non-transmission in which the transmission of power from the power transmission device 5 to the drive wheels 3 is cut off when all the clutches C1 to C3 and the brakes B1 and B2 are opened in the transmission unit 58. The neutral state which is a state is selectively established. The gear stage in the transmission unit 58 is set such that the gear ratio decreases in the order from the first speed gear stage 1st to the fourth speed gear stage 4th.

  On the other hand, in the power transmission device 5, the differential portion 57 is brought into an electric continuously variable transmission state by the differential action of the sun gear S0, the ring gear R0, and the carrier CA0 of the planetary gear mechanism 57A. That is, in the differential state of the planetary gear mechanism 57A, the differential unit 57 divides the output of the engine 4 into the motor MG1 side and the transmission shaft 59 side, and a part of the divided output of the engine 4 The power storage device 7 is charged with the electric energy generated in the motor MG1, and the motor MG2 is driven to rotate. Thus, the differential unit 57 can continuously and continuously change the rotation of the transmission shaft 59 regardless of the rotation of the engine 4 by adjusting the output of the motor MG1 or the like. That is, the differential unit 57 is an electric continuously variable transmission in which the speed ratio in the differential unit 57 (the rotational speed of the input shaft 51 / the rotational speed of the transmission shaft 59) is continuously changed from the minimum value to the maximum value. Function as. As a result, the power transmission device 5 is configured such that the differential unit 57 functions as a continuously variable transmission, and the transmission unit 58 connected in series with the differential unit 57 functions as a stepped transmission. The speed input to the speed change unit 58, that is, the speed of the transmission shaft 59 is changed steplessly with respect to the gears, so that each gear step has a stepless speed ratio width. As a result, the power transmission device 5 has a gear ratio that can be continuously changed continuously between the gears of the transmission unit 58, so that the overall gear ratio of the transmission mechanism 52 as a whole (the number of rotations of the input shaft 51 / output The rotational speed of the shaft 53) can be obtained steplessly.

  FIG. 3 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the power transmission device 5. This collinear chart is a two-dimensional coordinate system that shows the relative relationship of the gear ratios ρ0, ρ1, and ρ2 of the planetary gear mechanisms 57A, 58A, and 58B in the horizontal axis direction and the relative rotational speed in the vertical axis direction. The horizontal line X1 on the lower side of the horizontal axis indicates the rotational speed “0”, and the horizontal line XG indicates the rotational speed of the transmission shaft 59.

  The three vertical lines Y1, Y2, and Y3 correspond to the rotating elements of the planetary gear mechanism 57A constituting the differential unit 57. The vertical line Y1 indicates the sun gear S0 (rotor of the motor MG1), the vertical line. Y2 indicates the relative rotational speed of the carrier CA0 (crankshaft 41 of the engine 4), and the vertical line Y3 indicates the ring gear R0 (rotor of the motor MG2). The intervals between the vertical lines Y1, Y2, and Y3 are determined according to the gear ratio ρ0 of the planetary gear mechanism 57A. That is, if the interval between the vertical line Y1 and the vertical line Y2 is “1”, the interval between the vertical line Y2 and the vertical line Y3 corresponds to the gear ratio ρ0.

  The four vertical lines Y4, Y5, Y6 and Y7 correspond to the rotating elements of the planetary gear mechanisms 58A and 58B constituting the transmission unit 58. The vertical line Y4 is the sun gear S2 and the vertical line Y5 is The ring gear R1 and the carrier CA2, and the vertical line Y6 indicate the relative rotational speed of the carrier CA1, the ring gear R2, and the vertical line Y7, and the sun gear S1. The intervals between the vertical lines Y4, Y5, Y6 and Y7 are determined according to the gear ratios ρ1 and ρ2 of the planetary gear mechanisms 58A and 58B, respectively. That is, for each planetary gear mechanism 58A, 58B, assuming that the distance between the sun gear and the carrier is “1”, the distance between the carrier and the ring gear corresponds to the gear ratios ρ1 and ρ2.

  In the differential portion 57, for example, the relationship with the rotational speeds of the sun gear S0, the carrier CA0, and the ring gear R0 is indicated by a straight line L0. For example, when the rotation of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the reaction force generated by the power generation of the motor MG1, the differential unit 57 is a ring gear that is restrained by the vehicle speed. When the rotational speed of R0 is substantially constant, the rotational speed of the carrier CA0 indicated by the intersection of the straight line L0 and the vertical line Y2, in other words, the input rotational speed from the engine 4 (corresponding to the engine rotational speed) increases. Or it is lowered. In this way, the differential unit 57 functions as a continuously variable transmission.

  In the transmission 58, the intersection of the vertical line Y4-horizontal line XG and the intersection of the vertical line Y6-horizontal line X1 is established by engaging (locking) the clutch C1 and the one-way clutch F1 (brake B2 during engine braking). The rotational speed of the output shaft 53 at the first speed is indicated by the intersection of the straight line L1 and the vertical line Y5. Similarly, the transmission unit 58 indicates the rotational speed of the output shaft 53 at the second speed at the intersection of the straight line L2 and the vertical line Y5 determined by engaging the clutch C1 and the brake B1, and the clutch C1 and the clutch C2 The rotational speed of the output shaft 53 at the third speed is indicated by the intersection of the horizontal straight line L3 and the vertical line Y5 determined by engaging the straight line L4 and the straight line L4 determined by engaging the clutch C2 and the brake B1. The rotation speed of the output shaft 53 at the fourth speed is shown at the intersection with the vertical line Y5, and the reverse R output shaft 53 is at the intersection between the straight line LR and the vertical line Y5 determined by engaging the clutch C3 and the brake B2. The rotation speed is indicated.

  Next, the ECU 9 controls driving of each part of the vehicle 2 including the vehicle drive device 1. The ECU 9 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 9 is electrically connected to various sensors provided in each part of the vehicle 2 including the vehicle drive device 1, and also includes a fuel injection device for the engine 4, an ignition device, an electronic throttle valve, an inverter 6, and a hydraulic control circuit. Each part of the vehicle 2 including the vehicle drive device 1 such as 8 is electrically connected. The ECU 9 receives electric signals corresponding to detection results detected from various sensors, and includes a vehicle 2 including the vehicle drive device 1 in accordance with the input detection results and the state of each part such as the storage state SOC of the power storage device 7. A drive signal is output to each of these parts to control their drive. The ECU 9 executes, for example, drive control of the engine 4, drive control and shift control of the differential unit 57 including the motor MG1 and the motor MG2, and shift control of the transmission unit 58, respectively.

  FIG. 4 is an input / output relationship diagram illustrating signals input to the ECU 9 and signals output from the ECU 9 in order to control each part of the vehicle 2 including the vehicle drive device 1. The ECU 9 receives, for example, a signal indicating the engine water temperature, a signal indicating the release hydraulic pressure Pb1, a signal indicating the engagement hydraulic pressure Pb2, a signal indicating the predetermined hydraulic pressure Pc2, a signal indicating the rotation speed of the motor MG1, and a rotation of the motor MG2 from each sensor and switch. A signal indicating the number of revolutions, a signal indicating the engine speed NE, a battery temperature signal indicating the temperature of the power storage device 7, a signal instructing an M (motor (EV) running) mode, an air conditioner signal indicating the operation of the air conditioner, A vehicle speed signal corresponding to the rotational speed, an AT oil temperature signal indicating the hydraulic oil temperature of the transmission 58, a signal from the ECT switch, a signal indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, Accelerator opening signal indicating the amount of operation of the accelerator pedal, signal from the EV switch, signal from the snow mode setting switch, engine 4 Signal indicating the crank angle is a rotation angle of the crankshaft 41, the auto-cruise set signal, the signal from the power mode switch, such as a signal indicating the shift position is input.

  The ECU 9 includes, for example, a drive signal for the electronic throttle valve, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric air conditioner drive for operating the electric air conditioner in each part of the vehicle 2 including the vehicle drive device 1. Signal, ignition signal for instructing ignition timing of engine 4, command signal for instructing operation of motor MG1 and motor MG2, command signal for instructing operation of inverter 6 and power storage device 7, gear ratio indicator for displaying gear ratio A signal, a snow mode indicator signal for indicating that it is in the snow mode, a drive signal to the AT line pressure control solenoid, an ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, M (motor (EV) driving mode) M mode indicator signal for displaying that mode is selected, differential section 7 and a drive signal for operating an AT solenoid such as a solenoid valve included in the hydraulic control circuit 8 to control the transmission 58, a drive signal for operating an AT electric oil pump as a hydraulic source such as the hydraulic control circuit 8, It outputs drive signals to the heater and output signals to the cruise control computer.

  Here, as shown in FIG. 1, the ECU 9 includes an engine ECU 91, a stepped transmission ECU 92, and a hybrid ECU 93 that are separately configured. You may comprise by ECU.

  The engine ECU 91 mainly controls the engine 4. The engine ECU 91 controls, for example, a fuel injection device, an ignition device, an electronic throttle valve, and the like of the engine 4. For example, the engine ECU 91 performs information processing necessary for driving control of the engine 4 based on an input signal. The engine ECU 91 detects, for example, a crank angle that is a rotation angle of the crankshaft 41 of the engine 4 based on a signal from an engine crank angle sensor.

  The stepped transmission ECU 92 mainly controls the hydraulic control circuit 8 to control the operating states of the engagement elements such as the clutches C1 to C2 and the brakes B1 and B2 of the transmission unit 58 of the transmission mechanism 52. The stepped transmission ECU 92 performs, for example, information processing necessary for the determination of the shift and the shift control of the shift unit 58 based on the input signal. For example, the stepped transmission ECU 92 determines the gear position to be changed by the transmission unit 58 based on the vehicle state indicated by the vehicle speed and the output torque from the shift diagram illustrated in FIG. Automatic shift control is executed. Here, the output torque is torque generated on the output shaft 53 (output torque of the transmission mechanism 52), and corresponds to the accelerator opening or the required torque requested by the driver.

  The shift diagram illustrated in FIG. 5 is stored in advance in the storage unit of the stepped transmission ECU 92. The stepped transmission ECU 92 sets a target gear stage and the like based on this shift diagram. In FIG. 5, the horizontal axis represents the vehicle speed, and the vertical axis represents the output torque of the transmission unit 58. In FIG. 5, a plurality of solid lines N → N + 1 (N is a natural number) represents a shift line, more specifically, an upshift line. For example, solid lines 3 → 4 perform a shift from the third speed to the fourth speed. Represents an upshift line. The solid line N → N + 1 forms a boundary line between the region where the Nth speed is selected as the gear stage of the transmission unit 58 and the region where the N + 1th speed is selected in the relationship between the vehicle speed and the output torque. The stepped transmission ECU 92 controls the transmission unit 58 when, for example, the output torque decreases and the operating point crosses the solid line 3 → 4, or when the vehicle speed increases and the operating point crosses the solid line 3 → 4. Then, a shift from the third speed to the fourth speed, that is, an upshift from the third speed to the fourth speed is executed. Here, the upshift is a shift to the side where the gear ratio decreases, typically to the speed increasing side. Similarly, in FIG. 5, a plurality of dotted lines N ← N + 1 (N is a natural number) represents a shift line, more specifically, a downshift line. Here, the downshift is a shift to the side where the gear ratio increases, typically to the deceleration side.

  The hybrid ECU 93 mainly controls the inverter 6 and the like to control the driving of the motors MG1 and MG2. The hybrid ECU 93 can exchange information such as detection signals of various sensors, drive signals, and control commands between the engine ECU 91 and the stepped transmission ECU 92, and the vehicle drive device 1 can be exchanged via these. It is a control device for controlling the overall operation of the vehicle 2 including the vehicle and controlling the engine 4 and the motors MG1 and MG2 in a coordinated manner. Accordingly, the hybrid ECU 93 can realize various vehicle travels (travel modes) in the vehicle 2 by using or selectively using the engine 4 and the motors MG1 and MG2.

  The hybrid ECU 93 also functions as a continuously variable transmission ECU for causing the differential unit 57 to function as an electric continuously variable transmission, for example, by controlling the output of the motor MG1. The hybrid ECU 93, for example, based on input signals, information processing necessary for drive control and shift control of the differential unit 57 including the motor MG1 and the motor MG2, command processing to the inverter 6 and the engine 4, and the power storage device 7 The processing of the input / output limit value information of the power storage device 7 is performed according to the power storage state SOC of the power storage device. The hybrid ECU 93 detects the rotation angle of the rotors of the motors MG1 and MG2 based on, for example, a signal from the resolver or a signal from the inverter 6.

  For example, the hybrid ECU 93 calculates the driver's required output from the accelerator opening and the vehicle speed at the vehicle speed at that time, calculates the required driving force from the driver's required output and the required charging value, and the rotational speed of the engine 4. And the total output. Based on the total output and the engine speed NE, the hybrid ECU 93 controls the engine 4 via the engine ECU 91 and the like so as to obtain the engine output and also controls the power generation amount of the motor MG1 via the inverter 6 and the like. Thus, the hybrid ECU 93 controls the differential state of the differential unit 57 that functions as a continuously variable transmission. The hybrid ECU 93 executes this control in consideration of the gear position of the transmission unit 58, or issues a shift command to the transmission unit 58 via the stepped transmission ECU 92 or the like in order to improve fuel efficiency.

  In FIG. 5, a region A with a thick line L indicates a motor (EV) traveling region A as an electric motor traveling region. The motor travel area A is a state in which the vehicle 2 travels with power generated by a travel power source other than the engine 4 such as the motor MG2 after the engine 4 is stopped. That is, the thick line L does not use the engine 4 as a driving power source, stops the engine 4 and runs by the power generated by the motor MG2, and engine driving using at least the engine 4 as the driving power source. This is a boundary line with the region B.

  For example, the hybrid ECU 93 determines that the current travel region is the motor travel region A and the engine travel region B based on the vehicle state indicated by the vehicle speed and output torque from the control diagram of FIG. Is determined, and motor running or engine running is executed. While the vehicle 2 is traveling, the hybrid ECU 93 can start or stop the operation of the engine 4 via the engine ECU 91 and can switch between an operation state and a non-operation state of the engine 4. For example, when the current travel region moves from the engine travel region B side to the motor travel region A side, the hybrid ECU 93 uses the power generated by the motor MG2 to stop the engine 4 through the engine ECU 91 to be inactive. To run the motor. On the other hand, for example, when the current travel area moves from the motor travel area A side to the engine travel area B side, the hybrid ECU 93 starts the engine 4 via the engine ECU 91 to be in an operating state, and at least the power generated by the engine 4 Use this to run the engine.

  Here, the state in which the engine 4 is operated is a state in which heat energy generated by burning fuel in the combustion chamber is output in the form of mechanical energy such as torque. On the other hand, the non-operating state of the engine 4, that is, the state in which the operation of the engine 4 is stopped is a state in which no mechanical energy such as torque is output without burning fuel in the combustion chamber. At this time, the rotation speed of the crankshaft 41, that is, the engine speed, becomes zero due to the weight and friction of each part of the engine 4, and the crankshaft 41 becomes stationary. At this time, in the motor travel region A, the rotor (sun gear S0) of the motor MG1 rotates in the reverse direction to the rotation of the rotor (ring gear R0) of the motor MG2 as is apparent from the alignment chart of FIG. It is in a state where it is carried by (-side rotation). In the engine 4, depending on the configuration of the differential unit 57 and the transmission unit 58, the rotational speed of the crankshaft 41 is zero due to the differential action of the electrical CVT function of the differential unit 57 according to the output adjustment of the motor MG1. It may be controlled to become. Further, even if the current travel region is in the motor travel region A, the hybrid ECU 93 may start the engine 4 via the engine ECU 91 and put it into an operating state depending on the power storage state SOC of the power storage device 7.

  When the hybrid ECU 93 stops the engine 4 and puts it into an inoperative state, for example, the hybrid ECU 93 stops fuel supply to the combustion chamber via the engine ECU 91, that is, performs fuel cut. In addition, when the hybrid ECU 93 starts and puts the engine 4 into an operating state, for example, the motor MG1 functions as a starter, and the crankshaft 41 is rotated by the MG1 torque output from the motor MG1 to increase the engine speed. The engine 4 is cranked and the fuel supply to the combustion chamber and ignition control are executed via the engine ECU 91. Here, when the engine is stopped, the engine 4 is stopped so that the stop position of the crankshaft 41 becomes a preset appropriate position. The stop position of the crankshaft 41 corresponds to the crank angle when the engine 4 is in a non-operating state and the crankshaft 41 is stationary, and the appropriate position is the cranking of the engine 4 properly at the next start of the engine 4. It corresponds to the crank angle that can be performed.

  In the engine 4 as described above, for example, as illustrated in FIG. 6, engine torque pulsation occurs when the engine 4 is cranked. The engine 4 reduces the vibration generated at the time of engine start by matching the initial angle at the time of cranking, that is, when the crankshaft 41 is rotated with a predetermined crank angle at which the engine torque pulsation becomes relatively small. be able to. For example, in the example of FIG. 6, the engine 4 can reduce the start shock by setting the initial angle when rotating the crankshaft 41 to a predetermined crank angle between 60 and 80 degrees. Here, the initial angle when rotating the crankshaft 41 corresponds to the crank angle when the crankshaft 41 described above is stationary, that is, the stop position of the crankshaft 41, and is between 60 and 80 degrees. The predetermined crank angle corresponds to the predetermined crank angle at which the engine torque pulsation described above becomes relatively small, that is, the appropriate position of the stop position of the crankshaft 41.

  In the vehicle drive device 1 configured as described above, the crank angle of the crankshaft 41 can be obtained by, for example, Equation (1) shown in Equation 1 below. In Equation (1), “θe” is the crank angle of the crankshaft 41, “θg” is the rotation angle of the rotor of the motor MG1, “θm” is the rotation angle of the rotor of the motor MG2, and “θe_ini” is the initial angle of the crankshaft 41. The angle (crank angle at the stop position), “ρ”, represents the gear ratio ρ 0 of the planetary gear mechanism 57 A of the differential portion 57.

  By the way, in this vehicle drive device 1, for example, depending on the traveling state during motor traveling (motor traveling), the crank angle (rotation angle) of the crankshaft 41 of the engine 4 in the stopped state is the optimum stop angle at the time of starting. Therefore, further improvements are made in terms of starting the engine 4. That is, as described above, the speed change mechanism 52 of the power transmission device 5 is in a state in which the differential unit 57 and the speed change unit 58 are connected via the transmission shaft 59 to stop the engine 4 and travel. Thus, the stop position of the crankshaft 41 of the engine 4 can be changed by the torque input from the transmission unit 58 side to the differential unit 57 side with the transmission operation by the transmission unit 58. In the vehicle drive device 1, for example, in FIG. 5, when a shift is executed in the motor travel region A in which the engine 4 is in the non-operating state (see the arrow in FIG. 5), Torque is input to the side. Here, the torque input from the transmission unit 58 side to the differential unit 57 side in association with the transmission operation by the transmission unit 58 is, for example, that any of the clutches C1 to C3 is applied to the transmission shaft 59 when the transmission unit 58 is shifted. Such as torque. In addition, the torque input from the transmission unit 58 side to the differential unit 57 side includes torque exerted on the transmission shaft 59 by the external force from the road surface via the transmission unit 58. When the transmission 58 is shifted, the vehicle drive device 1 causes the torque input from the transmission 58 to the differential 57 to act on the crankshaft 41, thereby stopping the engine 4 in the stopped state. There is a possibility that the crank angle of the crankshaft 41 may fluctuate, and this may cause the stop position of the crankshaft 41 to deviate from the proper position. And if the vehicle drive device 1 starts the engine 4 in a state where the stop position of the crankshaft 41 is deviated from an appropriate position, a start shock may occur when the crankshaft 41 is cranked.

  Therefore, in the vehicle drive device 1 of the present embodiment, when there is a shift by the transmission unit 58 while the engine 4 is stopped and running, the ECU 9 controls the MG1 torque generated by the motor MG1 according to this shift. Thus, the first stop position control for adjusting the stop position of the crankshaft 41 is executed, so that the engine 4 can be started properly. Here, the state of traveling with the engine 4 stopped is typically a state of motor traveling (electric motor traveling) in which traveling with the motor MG2 or the like is performed with the engine 4 stopped. And a free-run state in which regeneration (charging) is performed by the motor MG2 (or the motor MG1) or the like.

  The ECU 9 controls the MG1 torque in accordance with the shift in the transmission unit 58 and adjusts the stop position of the crankshaft 41 so as to correct the fluctuation (deviation) of the stop position of the crankshaft 41 from the appropriate position. Perform position control. The ECU 9 controls the MG1 torque so as to correct the change in the stop position of the crankshaft 41 due to the torque that the transmission unit 58 exerts on the differential unit 57 when the engine 4 is stopped. That is, in the first stop position control, the ECU 9 corrects the stop position of the crankshaft 41 by outputting torque according to the shift in the transmission unit 58 from the motor MG1.

  Specifically, as shown in FIG. 1, the ECU 9 is provided with an MG1 torque calculation unit 94 and an F / B correction unit 95 in terms of functional concept in the hybrid ECU 93.

  The MG1 torque calculator 94 calculates a target MG1 torque that is a target MG1 torque in the first stop position control. The MG1 torque calculation unit 94 calculates a target MG1 torque for inertia cancellation accompanying the shift by the transmission unit 58 when there is a shift by the transmission unit 58 while the engine 4 is stopped and running. Here, the MG1 torque calculation unit 94 calculates the target MG1 torque according to the gear stage (shift stage) of the transmission unit 58. The hybrid ECU 93 controls the MG1 torque generated by the motor MG1 based on the target MG1 torque corresponding to the gear stage (shift stage) of the transmission unit 58.

  For example, the MG1 torque calculation unit 94 is based on, for example, an MG1 torque map (not shown) or a change in the rotational speed of the motor MG1 based on the relationship between the gear stage before and after the shift by the transmission unit 58. MG1 torque is calculated. The MG1 torque map is stored in the storage unit of the hybrid ECU 93 after the relationship between each gear stage and the target MG1 torque is determined in advance based on, for example, experiments. Here, the torque input from the transmission unit 58 side to the differential unit 57 side in accordance with the transmission operation by the transmission unit 58 is determined according to, for example, the gear stage before and after the transmission, and the crank when this torque is applied. The amount by which the shaft 41 can vary is also determined according to the gear stage before and after shifting. For this reason, the target value of the MG1 torque in the first stop position control is determined according to the gear stage before and after the shift. The MG1 torque calculation unit 94 includes, in addition to the gear stage before and after the shift, travel conditions such as accelerator opening (accelerator operation amount by the driver), vehicle speed, etc., and brake pedal force (operation amount of the brake pedal by the driver). The target MG1 torque may be calculated based on traveling conditions and the like. The hybrid ECU 93 controls the MG1 torque generated by the motor MG1 based on the target MG1 torque calculated by the MG1 torque calculation unit 94, and executes first stop position control for adjusting the stop position of the crankshaft 41.

  Therefore, the vehicular drive device 1 causes the crankshaft 41 of the engine 4 by the torque input from the transmission unit 58 side to the differential unit 57 side in accordance with the transmission operation by the transmission unit 58 while the engine 4 is stopped and running. Since the ECU 9 controls the MG1 torque and executes the first stop position control when the stop position of the gear shifts from the appropriate position, the differential section 57 from the transmission section 58 side when there is a shift of the transmission section 58. The MG1 torque generated by the motor MG1 acts on the crankshaft 41 with respect to the torque input to the side, so that the crank angle of the crankshaft 41 in the stopped state can be suppressed from fluctuating. Accordingly, the vehicle drive device 1 can correct the change in the stop position of the crankshaft 41 and suppress the shift of the stop position of the crankshaft 41 from the proper position. As a result, the vehicle drive device 1 causes the crankshaft of the engine 4 to be driven by the torque input from the speed change portion 58 side to the differential portion 57 side in accordance with the speed change operation by the speed change portion 58 with the engine 4 stopped. Even when the stop position of the engine 41 is about to change, the stop position of the crankshaft 41 can be adjusted to an appropriate position, and a start shock (shock at the start of the engine 4) occurs when the crankshaft 41 is cranked. This can be suppressed and the engine 4 can be started properly.

  Here, the ECU 9 of the present embodiment performs the first stop position control by performing the first stop position control based on the actual position change of the crankshaft 41 in the first stop position control, that is, the actual crank angle change. The control accuracy is improved. That is, the ECU 9 stops the engine 4 and travels when the position of the crankshaft 41 is changed during the speed change operation by the speed changer 58. In other words, the crank angle changes and the engine speed changes. In this case, the first stop position control is performed by performing feedback control according to the amount of change. The feedback control is included in the concept of the first stop position control in which the MG1 torque is controlled according to the shift in the transmission unit 58 and the stop position of the crankshaft 41 is adjusted.

  Specifically, the F / B correction unit 95 determines the crank angle that is the engine rotation angle when a position change occurs in the crankshaft 41, in other words, when the crank angle changes and the engine rotation speed changes. Further, the MG1 torque output by the first stop position control is corrected from the information on the engine speed change. The F / B correction unit 95 is, for example, when a change occurs in the crank angle or the engine speed NE corresponding to the input signal during the shift operation by the transmission unit 58 while the engine 4 is stopped and running. Then, a value obtained by multiplying this change amount by a feedback gain (hereinafter abbreviated as “F / B gain”) is calculated as a correction amount. For example, the F / B correction unit 95 may set the F / B gain for each gear stage of the transmission unit 58. Further, for example, the F / B correction unit 95 sets the F / B gain based on the travel conditions such as the accelerator opening and the vehicle speed, the travel condition of the brake pedal force, in addition to the gear stage of the transmission unit 58. May be.

  Then, the MG1 torque calculation unit 94 reflects the correction amount calculated by the F / B correction unit 95 in the target MG1 torque, that is, corrects the target MG1 torque based on the correction amount. The hybrid ECU 93 controls the MG1 torque generated by the motor MG1 based on the corrected target MG1 torque, and executes the first stop position control for adjusting the stop position of the crankshaft 41.

  Here, the amount of change in the crank angle or the amount of change in the engine speed NE corresponds to the amount of deviation of the stop position of the crankshaft 41 from the appropriate position. Furthermore, the amount of change in the crank angle or the amount of change in the engine speed NE depends on the appropriate crank angle (60 to 80 degrees in the above example) at the appropriate stop position of the crankshaft 41 and the actual stop position. This corresponds to the deviation from the actual crank angle.

  That is, the F / B correction unit 95 calculates the correction amount of the target control torque in the first stop position control based on the deviation between the appropriate crank angle and the actual crank angle, and the MG1 torque calculation unit 94 calculates the target control torque. Reflect in torque. That is, the hybrid ECU 93 controls the MG1 torque generated by the motor MG1 based on the deviation between the appropriate crank angle and the actual crank angle, and adjusts the actual crank angle that is the actual stop position of the crankshaft 41. Perform position control. In other words, the hybrid ECU 93 performs the first stop position control by performing feedback control of the actual crank angle so that the actual crank angle converges to the appropriate crank angle. As a result, the vehicle drive device 1 can improve the control accuracy of the first stop position control, can suppress the occurrence of a start shock when the crankshaft 41 is cranked, and can properly operate the engine 4. Can be started.

  Next, an example of control by the ECU 9 according to the present embodiment will be described with reference to the time chart of FIG. In FIG. 7, the horizontal axis represents the time axis, and the vertical axis represents the MG2 rotational speed, MG1 torque, engine rotational speed, crank angle, MG1 rotational speed, release hydraulic pressure Pb1 as the transmission hydraulic pressure, and engagement hydraulic pressure Pb2. The MG2 rotational speed is the rotor rotational speed of the motor MG2, and the MG1 rotational speed is the rotor rotational speed of the motor MG1. The release hydraulic pressure Pb1 and the engagement hydraulic pressure Pb2 are hydraulic pressures of hydraulic chambers (not shown) that operate the clutches C1 to C3 and the brakes B1 and B2, which are hydraulic engagement elements of the transmission unit 58. For example, when an upshift from the second speed to the third speed is executed in the transmission unit 58, the brake B1 of the clutches C1 to C3 and the brakes B1 and B2 is changed from the engaged state to the released state, and the clutch C2 is released. Will be engaged. Therefore, in this case, the hydraulic pressure in the hydraulic chamber that operates the brake B1 is the release hydraulic pressure Pb1, and the hydraulic pressure in the hydraulic chamber that operates the clutch C2 is the engagement hydraulic pressure Pb2.

  In the example of FIG. 7, when a shift request for the transmission unit 58 is generated at time t1 during motor traveling (EV traveling) of the vehicle 2, hydraulic control of the release hydraulic pressure Pb1 and the engagement hydraulic pressure Pb2 in the transmission unit 58 is started. The release hydraulic pressure Pb1 decreases and the engagement hydraulic pressure Pb2 increases. Then, the hydraulic control is advanced and the MG1 torque is controlled by the ECU 9 during the speed change of the MG2 rotation speed, that is, from the inertia phase start time t2 when the MG2 rotation speed changes to the inertia phase end time t3, and the first stop position Control is executed. As a result, the MG1 torque acts on the crankshaft 41 with respect to the torque input from the transmission 58 side to the differential unit 57 side with the speed change, thereby changing the crank angle of the crankshaft 41 in the stopped state. Is suppressed. At this time, the ECU 9 performs feedback control based on the actual change in the position of the crankshaft 41 in the first stop position control, that is, the actual change in the crank angle, for example, as indicated by the solid line in the figure, for example, Compared to the case where the feedback control indicated by the middle dotted line is not executed, the control accuracy of the first stop position control can be improved, and the actual crank angle of the crankshaft 41 is more reliably suppressed from deviating from the appropriate crank angle. can do.

  Next, an example of control by the ECU 9 according to the present embodiment will be described with reference to the flowchart of FIG. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms.

  Based on the various input / output signals, the hybrid ECU 93 of the ECU 9 determines whether or not the vehicle 2 is traveling in EV, that is, whether the motor is traveling (ST1). Note that the hybrid ECU 93 may determine whether or not the engine 4 is in an inoperative state, instead of determining whether or not the vehicle 2 is traveling in EV.

  When the hybrid ECU 93 determines that the vehicle 2 is traveling in EV (ST1: Yes), the hybrid ECU 93 determines whether or not a shift is being performed by the transmission unit 58 based on the various input / output signals (ST2). The hybrid ECU 93, for example, is currently based on whether or not the vehicle state indicated by the vehicle speed and the output torque has passed the upshift line or the downshift line within the motor travel area A shown in FIG. It is possible to determine whether or not the speed change by 58 is in progress.

  When the hybrid ECU 93 determines that the speed change by the speed change unit 58 is in progress (ST2: Yes), the amount of change in the crank angle before and after the speed change is preset based on the gear stage of the speed change unit 58 and the like. It is determined whether or not it is greater than a predetermined amount, for example, whether or not the absolute value of the difference between the crank angle before the shift and the crank angle after the shift is greater than a preset angle threshold (ST3). Here, the hybrid ECU 93 may determine whether or not the absolute value of the difference between the crank angle before the shift and the crank angle after the shift has changed to an angle threshold value or more based on the input signal indicating the crank angle. Alternatively, it may be determined whether or not the engine speed NE is equal to or higher than a preset speed threshold value based on an input signal indicating the engine speed NE.

  When the hybrid ECU 93 determines that the change amount of the crank angle before and after the shift is greater than the predetermined amount due to the shift (ST3: Yes), the MG1 torque calculation unit 94 determines the target MG1 torque based on the gear stage before and after the shift. And the F / B correction unit 95 sets the F / B gain based on the gear stage of the transmission unit 58 and the like (ST4).

  Next, the hybrid ECU 93 uses the value obtained by multiplying the amount of change in the crank angle (or engine speed NE) before and after the shift according to various input signals by the F / B correction unit 95 by the F / B gain as the correction amount. Then, the MG1 torque calculation unit 94 corrects the target MG1 torque based on this correction amount (ST5). Then, the hybrid ECU 93 controls the MG1 torque generated by the motor MG1 based on the corrected target MG1 torque, executes the first stop position control for adjusting the stop position of the crankshaft 41, and ends the current control cycle. Then, the next control cycle is started.

  The hybrid ECU 93 determines that the vehicle 2 is not traveling in EV at ST1 (ST1: No), determines that the vehicle is not shifting by the transmission unit 58 at ST2 (ST2: No), or shifts at ST3. Accordingly, when it is determined that the amount of change in the crank angle before and after the shift is equal to or less than the predetermined amount (ST3: No), the current control cycle is ended and the next control cycle is started.

  According to the vehicle drive device 1 according to the embodiment described above, the motor MG1 and the engine 4 that generates power to be transmitted to the drive wheels 3 of the vehicle 2 are connected to each other, and the motor MG1 is controlled to perform differential operation. The transmission unit 58 includes a differential unit 57 whose state is controlled, and a transmission unit 58 connected to the differential unit 57, and the transmission unit 58 is associated with a transmission operation by the transmission unit 58 while the engine 4 is stopped. When there is a shift by the power transmission device 5 in which the stop position of the crankshaft 41 of the engine 4 can be fluctuated by the torque input from the side to the differential unit 57 side and the transmission unit 58 while the engine 4 is stopped and running The ECU 9 is capable of executing first stop position control for adjusting the stop position of the crankshaft 41 by controlling the MG1 torque generated by the motor MG1 in accordance with the speed change. Therefore, the vehicle drive device 1 stops the crankshaft 41 even when the stop position of the crankshaft 41 is about to change in accordance with the speed change operation by the speed change unit 58 while the engine 4 is stopped. The position can be adjusted to an appropriate position, and the engine 4 can be started properly.

  As described above, the ECU 9 executes the first stop position control during the shift of the transmission unit 58, but preferably completes the first stop position control during the shift of the transmission unit 58. That is, it is preferable that the ECU 9 completes the adjustment of the stop position of the crankshaft 41 during the shift of the transmission unit 58 in the first stop position control. Thereby, the vehicle drive device 1 can finish the stop position of the crankshaft 41 to an appropriate position during the shift of the transmission unit 58, for example, when a start request for the engine 4 is generated immediately after the shift of the transmission unit 58. Even so, the engine 4 can be started immediately and properly. Further, in this case, the vehicle drive device 1 is substantially less likely to cause a shift in the stop position of the crankshaft 41, so that not only a start shock but also a shift shock (shock during a shift of the transmission 58) can be reduced. it can.

  Further, for example, the ECU 9 may limit the MG1 torque generated by the motor MG1 in the first stop position control according to the driving state. For example, the ECU 9 limits the MG1 torque that can be output by the first stop position control in accordance with the gear stage of the transmission unit 58. When the Lo-side gear stage is selected as the gear stage (shift stage) of the transmission unit 58, the vehicular drive apparatus 1 has the transmission unit 58 connected to the transmission unit 58 as compared with the case where the Hi-side gear stage is selected. The fluctuation of the torque output from the transmission 58 tends to be relatively large with respect to the fluctuation of the input torque. For this reason, in the vehicle drive device 1, the gear stage (shift stage) of the transmission unit 58 is set to a predetermined gear stage to which a relatively large gear ratio is assigned, for example, relative to the first speed or the second speed. When the gear position is Lo side, the motor MG1 generates MG1 torque in the first stop position control as compared to the case where the gear position is relatively Hi side such as the third speed or the fourth speed. In this case, the influence of the MG1 torque on the drive wheel 3 side via the transmission 58 tends to be relatively large.

  In this case, for example, the ECU 9 performs the first stop position control when the gear stage of the transmission unit 58 when executing the first stop position control is a predetermined gear stage to which a relatively large gear ratio is assigned. It is preferable to limit the MG1 torque generated by the motor MG1. As a result, the ECU 9 performs the first stop position control when the gear stage of the transmission unit 58 is a gear stage on the Lo side (a gear stage on the side where the gear ratio increases) with respect to a predetermined gear stage set in advance. By limiting the output MG1 torque (maximum absolute value) according to the gear stage, when the motor MG1 generates MG1 torque in the first stop position control, the MG1 torque is transmitted via the transmission unit 58. The influence on the drive wheel 3 side can be limited. As a result, the vehicle drive device 1 can reduce deterioration of drivability, for example. Here, the predetermined gear stage may be set in advance according to drivability. Further, in this case, the ECU 9 corrects the FB gain so that the F / B correction unit 95 of the hybrid ECU 93 limits the MG1 torque in accordance with the gear stage, drivability, and the like of the transmission unit 58, whereby the first stop position The MG1 torque that can be output by control may be limited, or the MG1 torque calculation unit 94 limits the target MG1 torque according to the gear stage, drivability, etc. of the transmission unit 58, so that the first stop position directly. The MG1 torque that can be output by control may be limited. That is, the ECU 9 may change the MG1 torque output by the first stop position control or the FB gain based on the gear stage of the transmission unit 58 or drivability.

  Further, the ECU 9 can further improve the control accuracy of the first stop position control by performing learning control of the first stop position control, for example. When the actual stop position of the crankshaft 41 is deviated from a preset appropriate position after the end of the first stop position control, the ECU 9 generates the motor MG1 in the next first stop position control based on this deviation amount. MG1 torque to be corrected is corrected. As a result, the vehicle drive device 1 can improve the control accuracy of the first stop position control. In this case, the ECU 9 causes the F / B correction unit 95 of the hybrid ECU 93 to correct the FB gain on the basis of the deviation between the actual crank angle after the end of the first stop position control and the appropriate crank angle. The MG1 torque generated by the motor MG1 in the stop position control may be corrected, or the MG1 torque calculation unit 94 corrects the target MG1 torque based on the deviation, so that the next first stop position control can be performed directly. The MG1 torque generated by the motor MG1 may be corrected. That is, the ECU 9 may change the MG1 torque or the FB gain output in the next first stop position control based on the deviation between the actual crank angle after the end of the first stop position control and the appropriate crank angle.

  Here, as described above, the ECU 9 preferably completes the first stop position control during the shift of the transmission unit 58, but the MG1 torque that can be output under various conditions, for example, the first stop position control. When the shift is limited, the first stop position control may not be completed during the shift of the transmission 58, and the stop position of the crankshaft 41 may not be adjusted to the proper position during the shift of the transmission 58. In this case, the ECU 9 can start the engine 4 more appropriately by executing the processing exemplified below. Note that the processing when the first stop position control is not completed during the shift described below is not limited to the case where the MG1 torque that can be output by the first stop position control is limited.

  In the first stop position control, the ECU 9 does not complete the adjustment of the stop position of the crankshaft 41 to an appropriate position during the shift of the transmission unit 58, in other words, after the shift of the transmission unit 58 is completed. When the stop position (actual crank angle) is deviated from a preset appropriate position (appropriate crank angle), for example, the amount of adjustment of the stop position per unit time is relatively reduced to complete the shift of the transmission unit 58. After that, the adjustment of the stop position of the crankshaft 41 is continued. The ECU 9 relatively reduces the adjustment amount of the stop position of the crankshaft 41 per unit time when the first stop position control is continuously executed after the end of the shift, in other words, the output per unit time. By executing the first stop position control while relatively reducing the absolute value of the MG1 torque to be performed, it is possible to suppress the influence of the MG1 torque on the drive wheel 3 side via the transmission unit 58. As a result, the vehicle drive device 1 can suppress the start shock during cranking of the crankshaft 41, reduce the deterioration of drivability, and start the engine 4 properly. In this case, the ECU 9 corrects the FB gain in the first stop position control after the end of the shift by the F / B correction unit 95 of the hybrid ECU 93, so that the motor MG1 is generated by the first stop position control after the end of the shift. The torque may be gradually decreased, or the MG1 torque calculation unit 94 may correct the target MG1 torque so that the MG1 torque generated by the motor MG1 in the first stop position control after the end of the shift is gradually decreased. Good.

  Here, another example of the control by the ECU 9 according to the present embodiment will be described with reference to the time chart of FIG. In the example of FIG. 9, when a shift request for the transmission unit 58 occurs at time t <b> 1 during motor travel (EV travel) of the vehicle 2, hydraulic control of the release hydraulic pressure Pb <b> 1 and the engagement hydraulic pressure Pb <b> 2 in the transmission unit 58 is started. . Then, between the inertia phase start time t2 and the inertia phase end time t3, the MG1 torque is controlled by the ECU 9 and the first stop position control is executed. At this time, the ECU 9 performs feedback control based on the actual change in the position of the crankshaft 41 in the first stop position control, that is, the actual change in the crank angle, for example, as indicated by the solid line in the figure, for example, The control accuracy of the first stop position control can be improved as compared with the case where the feedback control indicated by the middle dotted line is not executed. In the example of FIG. 9, the ECU 9 reduces the deterioration in drivability by limiting the MG1 torque generated by the motor MG1 in the first stop position control. For this reason, at the shift end time t3, all fluctuations in the crank angle cannot be removed, but the ECU 9 relatively reduces the adjustment amount of the stop position per unit time after the shift ends and stops the crankshaft 41. By continuing the adjustment of the position, it is possible to finally adjust the actual crank angle of the crankshaft 41 to the appropriate crank angle while reducing the deterioration of drivability.

  Further, the ECU 9 performs the actual operation in the state where the vehicle 2 is stopped and the engine 4 is stopped in the case where the adjustment of the stop position of the crankshaft 41 to the proper position is not completed during the shift of the transmission unit 58. When the stop position of the crankshaft 41 is deviated from a preset appropriate position, for example, second stop position control is executed. In this case, the ECU 9 adjusts the stop position of the crankshaft 41 by controlling the MG1 torque generated by the motor MG1 in a non-transmission state in which the hybrid ECU 93 cuts off the transmission of power from the power transmission device 5 to the drive wheels 3. Second stop position control is executed. Here, the non-transmission state in which the transmission of power from the power transmission device 5 to the drive wheels 3 is interrupted is, for example, a neutral state in the transmission unit 58 or a state in which a so-called parking brake is applied. When the actual crank angle is deviated from the appropriate crank angle and the second stop position control is executed in a state where the vehicle 2 is stopped and the engine 4 is stopped, the ECU 9 performs power from the power transmission device 5 to the drive wheels 3. , It is possible to prevent the MG1 torque from being transmitted to the drive wheel 3 side via the transmission 58 and the MG1 torque to the drive wheel via the transmission 58. It is possible to prevent the third side from being affected. As a result, the vehicle drive device 1 can suppress the start shock during cranking of the crankshaft 41 and can prevent the deterioration of drivability and can start the engine 4 properly. Note that the ECU 9 may execute the second stop position control when it can be predicted that the engine 4 will not start for a while, for example, when the vehicle 2 is stopped at a red signal, and typically the driver 9 The second stop position control may be executed when the brake operation by is turned on.

  The ECU 9 basically preferably completes the adjustment of the stop position of the crankshaft 41 to the appropriate position by the first stop position control or the second stop position control before the engine 4 is started. Depending on the state of charge SOC of the power storage device 7, a start request for the engine 4 may occur without completing the adjustment of the stop position of the crankshaft 41. For this reason, when the actual stop position of the crankshaft 41 is deviated from a preset appropriate position before the engine 4 is started in a state where the vehicle 2 is stopped and the engine 4 is stopped, the ECU 9 is in a hybrid ECU 93. Starts the engine 4 in a non-transmission state in which the transmission of power from the power transmission device 5 to the drive wheels 3 is cut off via the engine ECU 91, the stepped transmission ECU 92, and the like. As a result, the vehicle drive device 1 can suppress the start shock at the time of cranking of the crankshaft 41 even when the start request of the engine 4 is generated without completing the adjustment of the stop position of the crankshaft 41. The engine 4 can be started properly.

  The vehicle drive device according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.

  For example, the power transmission device is not limited to the above-described configuration. In short, the output shaft of the engine is generated by the torque input from the transmission unit side to the differential unit side in accordance with the transmission operation by the transmission unit while the engine is stopped and running. Any configuration can be used as long as the stop position can be changed. Similarly, the differential unit and the transmission unit are not limited to the above configuration.

  In the above description, the engine has been described as an internal combustion engine, but may be an external combustion engine such as a Stirling engine, for example.

  As described above, the vehicle drive device according to the present invention is suitable for application to various vehicles equipped with an engine and an electric motor.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 2 Vehicle 3 Drive wheel 4 Engine (engine)
5 Power transmission device 9 ECU (control device)
41 Crankshaft (engine output shaft)
57 Differential part 58 Transmission part 59 Transmission shaft MG1 Motor (electric motor)
MG2 motor

Claims (9)

A differential unit in which a differential state is controlled by connecting an electric motor and an engine that generates power transmitted to driving wheels of the vehicle and controlling the electric motor; and a transmission unit coupled to the differential unit; And the stop position of the engine output shaft of the engine varies with torque input from the transmission unit side to the differential unit side in accordance with a shift operation by the transmission unit while the engine is stopped and running. A power transmission device,
A first stop position that adjusts the stop position of the engine output shaft by controlling the torque generated by the electric motor according to the speed change when there is a speed change by the speed change unit while the engine is stopped and running. A control device capable of executing control,
Vehicle drive device. The control device executes the first stop position control based on the actual position change of the engine output shaft.
The vehicle drive device according to claim 1. The control device executes the first stop position control based on a shift stage of the transmission unit;
The vehicle drive device according to claim 1 or 2. In the first stop position control, when the shift stage of the transmission unit when executing the first stop position control is a predetermined shift stage to which a relatively large gear ratio is assigned, Limiting the torque generated by the motor;
The vehicle drive device according to any one of claims 1 to 3. The control device executes the first stop position control during a shift of the transmission unit.
The vehicle drive device according to any one of claims 1 to 4. In the first stop position control, when the adjustment of the stop position of the engine output shaft is not completed during the shift of the transmission unit, the control device relatively adjusts the adjustment amount of the stop position per unit time. Reducing and continuing the adjustment of the stop position of the engine output shaft even after the shifting of the transmission unit is completed,
The vehicle drive device according to claim 5. When the actual stop position of the engine output shaft deviates from a preset appropriate position after the end of the first stop position control, the control device performs the next first stop position control based on the deviation amount. To correct the torque generated by the motor,
The vehicle drive device according to any one of claims 1 to 6. When the actual stop position of the engine output shaft deviates from a preset appropriate position in a state where the vehicle is stopped and the engine is stopped, the control device moves from the power transmission device to the drive wheel. Executing second stop position control for adjusting the stop position of the engine output shaft by controlling the torque generated by the electric motor in a non-transmission state in which the transmission of power to the engine is interrupted;
The vehicle drive device according to any one of claims 1 to 7. When the actual stop position of the engine output shaft deviates from a preset appropriate position before starting the engine in a state where the vehicle is stopped and the engine is stopped, the control device Starting the engine in a non-transmission state in which transmission of power from the transmission device to the drive wheels is interrupted;
The vehicle drive device according to any one of claims 1 to 8.

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