JP2013023156A - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle, which sets a vehicle speed upper limit high, when an engine is started from an EV driving state.SOLUTION: When the engine 24 is started from the EV driving state where the engine 24 is stopped and a second electric motor MG2 is used as a driving source, when a first electric motor MG1 is in negative rotation, down-shift of an automatic transmission 20 is performed synchronously with the start of the engine 24. Thereby, the upper limit of the vehicle speed V is raised while suppressing the power generation amount of the first electric motor MG1, by raising the rotation speed of the second electric motor MG2 by down-shift of the automatic transmission 20. That is, there is provided the control device for the hybrid vehicle, which sets the vehicle speed upper limit high, when the engine is started from the EV driving state.

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly, to an improvement for setting a vehicle speed upper limit value to be high when an engine is started from an EV traveling state.

  A hybrid vehicle including an engine that is a main drive source and an electric motor that functions as a drive source is known. For example, a differential mechanism including a first rotating element, a second rotating element that is an input rotating member and connected to the engine, and a third rotating element that is an output rotating member, and the first rotating element is connected to the first rotating element. A first electric motor; a second electric motor coupled to a power transmission path from the third rotating element to the driving wheel; and an automatic transmission provided in a power transmission path from the differential mechanism to the driving wheel. That is a hybrid vehicle. In such a hybrid vehicle, there has been proposed a technique for improving fuel consumption with respect to the shift of the automatic transmission. For example, this is the control device for a vehicle drive device described in Patent Document 1.

JP 2010-88771 A

  By the way, in the hybrid vehicle as described above, in the EV running state, that is, in a state where the engine is stopped and the second electric motor is used as a driving source, for example, the negative rotation of the first electric motor increases as the vehicle speed increases. When the engine is started by depressing an accelerator pedal from such a state, power generation is performed in the process of the first motor moving from negative rotation to positive rotation, but when the initial negative rotation is large, Since the power generation amount increases accordingly, the power generation amount may be larger than the input limit value of the battery. In the conventional technology, in such a case, the vehicle speed is controlled so that the power generation amount of the first motor does not exceed the input limit value of the battery, and there is a problem that the vehicle speed upper limit value cannot be set high. . Such a problem has been newly found in the process in which the present inventors have conducted intensive research with the intention of improving the running performance of a hybrid vehicle.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device for a hybrid vehicle that sets a high vehicle speed upper limit value when the engine is started from the EV traveling state. is there.

  In order to achieve such an object, the gist of the first invention is a first rotating element, a second rotating element that is an input rotating member connected to the engine, and a third rotating element that is an output rotating member. A differential mechanism including an element, a first electric motor coupled to the first rotating element, a second electric motor coupled to a power transmission path from the third rotating element to a drive wheel, and the differential mechanism A control apparatus for a hybrid vehicle comprising an automatic transmission provided in a power transmission path to a drive wheel, wherein the engine is stopped from an EV running state in which the engine is stopped and the second electric motor is used as a drive source. When the first motor is in negative rotation, the automatic transmission is downshifted in synchronization with the start of the engine.

  Thus, according to the first aspect of the present invention, when the first motor is in a negative rotation when the engine is started from the EV running state where the engine is stopped and the second motor is used as a drive source. Since the automatic transmission is downshifted in synchronization with the start of the engine, the rotational speed of the second electric motor is increased by downshifting the automatic transmission. The vehicle speed upper limit can be raised while suppressing the amount of power generation. That is, it is possible to provide a control device for a hybrid vehicle that sets a high vehicle speed upper limit value when the engine is started from the EV traveling state.

  Here, the gist of the second invention subordinate to the first invention is that when the engine is started from the EV running state, the first motor is negatively rotated and the amount of power generated by the first motor is Is greater than the input limit value, the automatic transmission is downshifted in synchronism with the start of the engine. In this manner, in a state where it is required to suppress the power generation amount of the first motor, the power generation amount of the first motor is increased by increasing the rotation speed of the second motor by downshifting the automatic transmission. The vehicle speed upper limit value can be raised while suppressing the above.

  Further, the gist of the third invention subordinate to the first invention or the second invention is that the downshift of the automatic transmission performed in synchronization with the start of the engine is the first rotation element, The rotational speed of each of the second rotational element and the third rotational element is changed at an equal ratio from the rotational speed before the shift relating to the downshift to the rotational speed after the shift. In this way, with respect to the downshift of the automatic transmission for increasing the rotational speed of the second electric motor, it is possible to suppress the occurrence of a shift shock or the like while controlling the energy balance to a desired value.

  Further, the gist of the third invention subordinate to the first invention or the fourth invention subordinate to the third invention subordinate to the second invention is the same as that performed in synchronization with the start of the engine. The downshift of the automatic transmission includes the target rotation speeds of the first rotation element, the second rotation element, and the third rotation element after the shift, and the current first rotation element, second rotation element, and third rotation. The difference between the actual rotational speed of each element is calculated, and the ratio of the rotational speed change rate of each of the first rotational element, the second rotational element, and the third rotational element is determined by the first rotational element, the second rotational element, and the second rotational element. Control is performed so as to be equal to the ratio of the difference values corresponding to the rotation element and the third rotation element. In this way, with respect to the downshift of the automatic transmission for increasing the rotational speed of the second electric motor, it is possible to suppress the occurrence of a shift shock or the like while controlling the energy balance to a desired value.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a drive device for a hybrid vehicle to which the present invention is preferably applied. FIG. 2 is an operation chart for explaining a combination of operations of a hydraulic friction engagement device used for a shift operation of an automatic transmission provided in the hybrid vehicle of FIG. 1. In the drive device including the differential unit and the automatic transmission provided in the hybrid vehicle in FIG. 1, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage can be represented on a straight line. It is an alignment chart. It is a figure explaining the principal part of the control system provided in order to control the drive of the hybrid vehicle of FIG. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus in the hybrid vehicle of FIG. 1 was equipped. It is a figure explaining the engine starting from the EV driving | running | working state by a prior art, and is equivalent to the part corresponding to the differential part in the alignment chart of FIG. It is a figure which illustrates roughly the engine starting from the EV driving state by a present Example, and is equivalent to the part corresponding to the differential part in the alignment chart of FIG. 2 is a time chart showing an example of a change with time of each relationship value in a downshift of an automatic transmission performed in synchronization with the start of an engine from an EV traveling state by an electronic control device in the hybrid vehicle of FIG. 1. 2 is a flowchart for explaining a main part of engine start control by an electronic control unit in the hybrid vehicle of FIG. 1. FIG. 10 is a flowchart for explaining a main part of engine start speed change control in the engine start control shown in FIG. 9. FIG. 7 is a flowchart for explaining a main part of another example of engine start control by the electronic control unit in the hybrid vehicle of FIG. 1.

  In the present invention, the automatic transmission includes a plurality of hydraulic frictional engagement elements, and a mechanical stepped gear that selectively establishes a plurality of shift speeds according to a combination of engagement and release of the engagement elements. It is suitably applied to a hybrid vehicle equipped with a transmission. As the stepped transmission, a multi-stage transmission having three or more forward stages is preferably used. For example, a two-stage forward transmission in which either a low gear stage or a high gear stage is selectively established is used. May be used. Furthermore, the present invention may be applied to a hybrid vehicle including a continuously variable transmission such as a belt-type continuously variable transmission (CVT) capable of performing a shifting operation in a multi-speed transmission mode in which a gear ratio is changed stepwise. .

  In addition, the mechanical stepped transmission preferably performs a shift-down by a plurality of engagement elements, i.e., a so-called clutch-to-clutch shift. The present invention is preferably applied to a hybrid vehicle having a mode in which downshift by clutch-to-clutch shift of the automatic transmission is simultaneously performed at the time of starting the engine, for example, including a plurality of hydraulic friction engagement elements, In a hybrid vehicle having a mechanical stepped transmission that selectively establishes a plurality of shift speeds according to a combination of engagement and release of engagement elements, a release-side engagement element is released and a one-way clutch is The present invention is also preferably applied to shift control in which the gear position after shifting is established by locking.

  In the present invention, it is preferable that the downshift of the automatic transmission is performed in synchronization with the start of the engine. Preferably, the inertia related to the downshift of the automatic transmission is substantially simultaneously with the start of cranking of the engine. Phase shift is started, and the shift control in the automatic transmission is terminated almost simultaneously with the engine rotation speed reaching the target rotation speed. The engine start control and the automatic transmission downshift control As long as they overlap at least in part, and the start time and end time of the control do not necessarily coincide.

  Further, the present invention preferably calculates a target rotation change of each rotary element using an equation of motion such as equation (5) described later. For example, experimentally obtained relationships and simulation results For example, a plurality of maps based on the target shift time, the accelerator opening, and the like may be prepared in advance, and the target rotation change of each rotation element may be calculated using the plurality of maps.

  In the present invention, it is preferable that the first rotation element, the second rotation element, and the third rotation after the shift are performed when the operating point of the engine and the shift control of the stepped transmission unit are simultaneously performed. When at least one of the target rotation speeds of each element is changed, the rotation speeds of the first rotation element, the second rotation element, and the third rotation element corresponding to the changed target rotation speed, respectively. It resets the time change rate. In this way, even if the target rotation speed of each rotary element is changed due to the accelerator pedal being depressed while the shift is in progress, it is preferable without causing a deviation in the power balance. Shifting can be realized.

  In the present invention, it is preferable that the resetting of the rotational speed change rate is performed by calculating an absolute value of an actual rotational speed change rate of each of the first rotational element, the second rotational element, and the third rotational element. It is executed at a timing that is less than a predetermined threshold. In this way, it is possible to suppress a sudden change in the rotational speed of each rotary element, and it is possible to realize a more suitable shift.

  In the present invention, it is preferable that a ratio of a rate of change in rotation time of each of the first rotation element, the second rotation element, and the third rotation element corresponding to the ratio of the difference values is determined from a predetermined relationship. The output power of the engine during a shift, the transmission power of an engagement element provided in the stepped transmission unit, the target value of the power balance value for the first motor and the second motor, and the inertia power By performing the balance calculation based on this, the target value of the rotational speed time change rate of each of the first rotation element, the second rotation element, and the third rotation element is calculated. In this way, it is possible to derive in a practical manner the target value of the rotational speed change rate of each rotating element that realizes a suitable shift without causing a shift in the power balance. In the control according to the present invention, it is preferable that the output power of the engine during shifting is zero.

  In the present invention, it is preferable that at least one of the torque of the engine, the torque of an engagement element provided in the stepped transmission unit, the torque of the first electric motor, and the torque of the second electric motor. By controlling one of these, the control for achieving the target value of the rotational speed time change rate of each of the first rotating element, the second rotating element, and the third rotating element is performed. In this way, a suitable shift that suppresses the occurrence of a shift shock or the like while controlling the power balance to a desired value can be realized in a practical manner. In the control according to the present invention, it is preferable that the torque of the engine during shifting is zero.

  In the present invention, it is preferable that the balance calculation is performed for a power balance excluding work related to the operation of the first electric motor and the second electric motor. If it does in this way, the balance calculation of input-output power can be performed with a practical aspect regarding the power transmission device provided with the said electrical continuously variable transmission part and the stepped transmission part.

  In the present invention, it is preferable to take into account work related to the operation of the first electric motor and the second electric motor in the control for achieving the target value of the rate of change in the rotational speed with time. In this way, a suitable shift that suppresses the occurrence of a shift shock or the like while controlling the power balance to a desired value can be realized in a practical manner.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating a drive device 10 for a hybrid vehicle to which the present invention is preferably applied. The drive device 10 shown in FIG. 1 is suitably used in an FR (front engine / rear drive) vehicle or the like, and is installed in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotating member attached to a vehicle body. , An input shaft 14 disposed on a common axis, a differential portion 16 directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and the like An automatic transmission 20 connected in series to a power transmission path between the differential unit 16 and the pair of drive wheels 34 via a transmission member (transmission shaft) 18, and connected to the automatic transmission 20 The output shaft 22 is provided in series.

  The driving device 10 is an internal combustion engine such as a gasoline engine or a diesel engine as a driving power source for traveling directly connected to the input shaft 14 or via a pulsation absorbing damper (not shown). An engine 24 is provided, provided in a power transmission path between the engine 24 and the pair of drive wheels 34, and the power generated by the engine 24 is transmitted through the differential gear device 32 and the like to the pair. It is the power transmission device which transmits to the drive wheel 34. In the driving device 10 of the present embodiment, the engine 24 and the differential unit 16 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection via the pulsation absorbing damper is included in this direct connection. Further, since the drive device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG. The same applies to each of the following embodiments.

  The differential unit 16 is a mechanical mechanism that mechanically distributes the output of the engine 24 that is input to the input shaft 14 and is input to the first motor MG1, and transmits the output of the engine 24 to the first motor MG1. A power distribution device 26 serving as a differential mechanism that distributes to the member 18 and a second electric motor MG2 that is operatively connected to rotate integrally with the transmission member 18 are provided. The first electric motor MG1 and the second electric motor MG2 provided in the drive device 10 of the present embodiment are preferably so-called motor generators that function as a motor and a generator, but the first electric motor MG1 is an anti-motor. The second electric motor MG2 has at least a motor (engine) function for outputting a driving force as a driving force source for traveling. With such a configuration, the differential unit 16 is controlled in its operating state via the first electric motor MG1 and the second electric motor MG2, so that the input rotational speed (the rotational speed of the input shaft 14) and the output rotational speed ( It functions as an electric differential unit in which the differential state of the rotational speed of the transmission member 18 is controlled.

  The power distribution device 26 is mainly composed of a single pinion type planetary gear device. This planetary gear device includes a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so that it can rotate and revolve, and a ring gear R0 that meshes with the sun gear S0 via the planetary gear P0 as rotating elements. The carrier CA0 is connected to the input shaft 14, that is, the engine 24, the sun gear S0 is connected to the first electric motor MG1, and the ring gear R0 is connected to the transmission member 18. That is, in the power distribution device 26 as a differential mechanism, the sun gear S0 corresponds to the first rotation element, the carrier CA0 corresponds to the second rotation element, and the ring gear R0 corresponds to the third rotation element. In the power distribution device 26, the carrier C0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

In the power distribution device 26 configured as described above, the sun gear S0, the carrier CA0, and the ring gear R0 can be rotated relative to each other, so that the differential action can be activated, that is, the differential action works. Therefore, the output of the engine 24 is distributed to the first electric motor MG1 and the transmission member 18, and the electric energy generated from the first electric motor MG1 by a part of the distributed output of the engine 24. As a result, power is stored or the second electric motor MG2 is rotationally driven. Accordingly, the differential section 16 (power distribution device 26) is caused to function as an electrical differential device, for example, a so-called continuously variable transmission state (electrical CVT state), and the above-described differential operation is performed regardless of the predetermined rotation of the engine 24. The rotation of the transmission member 18 is continuously changed. In other words, the differential section 16 is electrically connected so that its speed ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0 _min to the maximum value γ0 _max. It functions as a continuously variable transmission. Thus, the input shaft is controlled by controlling the operating states of the first electric motor MG1, the second electric motor MG2, and the engine 24, which are connected to the power distribution device 26 (differential unit 16) so as to transmit power. 14 is operated as a continuously variable transmission mechanism in which the differential state between the rotational speed of 14 and the rotational speed of the transmission member 18 functioning as the output shaft of the differential section 16 is controlled.

  In the driving device 10, the engine 24 is stopped, and at least one of the first electric motor MG1 and the second electric motor MG2 (preferably, the second electric motor MG2) is used as an EV driving state. (EV mode), an engine running state (engine running mode) in which the engine 24 is driven and used as a driving source for running and the first electric motor MG1 and the second electric motor MG2 are idled or regenerated, the engine 24 and A hybrid traveling state (hybrid mode) in which the second electric motor MG2 is used as a driving source for traveling and regeneration is performed as necessary by the first electric motor MG1 is selectively established.

  The automatic transmission 20 is provided in series with the power distribution device 26 in a power transmission path between the engine 24 and the pair of drive wheels 34, and is a single pinion type planetary gear device 28. , 30 and the planetary gear type multi-stage transmission functioning as a stepped automatic transmission. The planetary gear devices 28 and 30 are sun gears S1 and S2, planetary gears P1 and P2, and carrier gears CA1 and CA2 that support the planetary gears P1 and P2 so that they can rotate and revolve, and planetary gears P1 and P2. , S2 are provided with ring gears R1 and R2.

  In the automatic transmission 20, the sun gear S1 is selectively connected to the case 12 via a brake B1. Further, the carrier CA1 and the ring gear R2 are integrally connected, and are selectively connected to the case 12 via the second brake B2, and the case 12 via the one-way clutch F1. Rotation in one direction is allowed while rotation in the reverse direction is prevented. The sun gear S2 is selectively connected to the transmission member 18 via the first clutch C1. Also, the carrier CA1 and the ring gear R2 that are integrally connected are selectively connected to the transmission member 18 via the second clutch C2. Further, the ring gear R1 and the carrier CA2 are integrally connected and connected to the output shaft 22.

  The first clutch C1, the second clutch C2, the first brake B1, and the second brake B2 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) are often used in conventional automatic transmissions for vehicles. A hydraulic friction engagement device as an engaging element, for example, a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or wound around the outer peripheral surface of a rotating drum One end of one or two bands is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting members on both sides through which the band brake is inserted.

  FIG. 2 is an operation chart for explaining a combination of operations of the hydraulic friction engagement device used for the speed change operation of the automatic transmission 20. As shown in FIG. 2, in the automatic transmission 20, the first speed gear stage in which the speed ratio γ1 is a maximum value, for example, about “3.20” due to the engagement of the first clutch C1 and the second brake B2. Is established. During the downshift from the second gear to the first gear, the one-way clutch F1 prevents relative rotation of the carrier CA1 and the ring gear R2 with respect to the case 12, so that the second brake B2 is It may not be engaged. Further, the engagement of the first clutch C1 and the first brake B1 establishes the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “1.72”. Further, the engagement of the first clutch C1 and the second clutch C2 establishes the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.00”. Further, the engagement of the second clutch C2 and the first brake B1 establishes the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “0.67”. Further, a reverse gear stage (reverse gear stage) having a gear ratio γR of, for example, about “3.20” is established by engagement of the first clutch C1 and the brake B2. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2.

In the driving apparatus 10 of the present embodiment configured as described above, the differential unit 16 functioning as a continuously variable transmission and the automatic transmission 20 connected to the differential unit 16 as a whole are continuously variable. A transmission is configured. In addition, by controlling the speed ratio of the differential unit 16 to be constant, the differential unit 16 and the automatic transmission 20 can configure a state equivalent to a stepped transmission. . Specifically, the differential unit 16 functions as a continuously variable transmission, and the automatic transmission 20 in series with the differential unit 16 functions as a stepped transmission. The rotational speed (hereinafter referred to as the input rotational speed of the automatic transmission 20) input to the automatic transmission 20 for at least one gear stage M, that is, the rotational speed of the transmission member 18 (hereinafter referred to as the transmission member rotational speed N ₁₈ ). Is continuously changed, and a continuously variable transmission ratio width is obtained at the gear M. Accordingly, the overall gear ratio γT (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) of the drive device 10 is obtained continuously, and the continuously variable transmission is configured in the drive device 10. The The overall speed ratio γT of the drive device 10 is the total speed ratio γT of the drive device 10 as a whole, which is formed based on the speed ratio γ0 of the differential unit 16 and the speed ratio γ of the automatic transmission 20.

For example, due to the operation of the differential section 16 as a continuously variable transmission, each of the first through fourth gear stages and the reverse gear stage of the automatic transmission 20 shown in the engagement operation table of FIG. relative to the gear stage, rotational speed N ₁₈ of the transmission member 18 is each gear is varied continuously variable manner is that the speed ratio of can be obtained. Accordingly, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the drive device 10 as a whole can be obtained continuously. Further, the gear ratio of the differential unit 16 is controlled to be constant, and the clutch C and the brake B are selectively engaged and operated, so that one of the first speed gear stage to the fourth speed gear stage or When the reverse gear stage (reverse gear stage) is selectively established, the total gear ratio γT of the drive device 10 that changes in a substantially equal ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the driving device 10. For example, when the gear ratio γ0 of the differential unit 16 is controlled to be fixed to “1”, the first speed gear stage of the automatic transmission 20 through the engagement operation table shown in FIG. A total gear ratio γT of the driving device 10 corresponding to each of the fourth gear and the reverse gear is obtained for each gear. When the gear ratio γ0 of the differential unit 16 is controlled to be fixed to a value smaller than “1”, for example, about 0.7 in the third speed gear stage of the automatic transmission 20, the third speed gear is set. A total gear ratio γT that is a value smaller than the step, for example, about “0.7” is obtained.

FIG. 3 is a diagram illustrating a linear relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the driving apparatus 10 including the differential unit 16 and the automatic transmission 20. A diagram is shown. The collinear chart of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear set 26, 28, 30 and a vertical axis indicating the relative rotational speed. There represents the rotational speed zero, represents the rotational speed N _E of the engine 24 horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, horizontal line XG indicates the rotational speed N ₁₈ of the transmitting member 18 ing.

  The three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution device 26 constituting the differential section 16 are the sun gear S0, the second rotation element corresponding to the first rotation element in order from the left side. The relative rotational speeds of the carrier CA0 corresponding to, and the ring gear R0 corresponding to the third rotation element are shown, and the interval between them is determined according to the gear ratio of the planetary gear unit constituting the power distribution device 26. . The five vertical lines Y4, Y5, Y6, and Y7 of the automatic transmission 20 are, in order from the left, Y4 is the relative rotational speed of the sun gear S1, and Y5 is the relative relationship between the carrier CA1 and the ring gear R2 that are connected to each other. Y6 represents the relative rotational speed of the ring gear R1 and the carrier CA2 connected to each other, Y7 represents the relative rotational speed of the sun gear S2, and the intervals between the vertical lines Y4 to Y7 are the planetary gear units 28, 30. Is determined according to the gear ratio.

  If expressed using the collinear diagram of FIG. 3, the driving device 10 of the present embodiment includes a second rotating element (carrier CA0) of the power distribution device 26 in the power distribution device 26 (differential unit 16). The first rotating element (sun gear S0) is connected to the first electric motor MG1, and the third rotating element (ring gear R0) is connected to the transmission member 18 and the second electric motor MG2. Thus, the rotation of the input shaft 14 is transmitted (inputted) to the automatic transmission 20 via the transmission member 18. At this time, the relationship between the rotational speed of the sun gear S0 and the rotational speed of the ring gear R0 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 16, the first to third rotating elements of the power distribution device 26 are in a differential state in which they can rotate relative to each other, and the straight line L0 and the vertical line Y3 are when the rotational speed of the ring gear R0 represented by the intersection point is substantially constant is bound with the vehicle speed V, the carrier represented by a point of intersection between the straight line L0 and the vertical line Y2 by controlling the engine rotational speed N _E CA 0 Is increased or decreased, the rotational speed of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotational speed of the first electric motor MG1 is increased or decreased.

Further, the rotation of the sun gear S0 is the same speed as the engine speed N _E by the speed ratio γ0 of the differential portion 16 controls the rotation speed of the first motor MG1 to be fixed to "1" that the straight line L0 is aligned with the horizontal line X2, the rotational speed, that the transmission member 18 of the ring gear R0 at the same rotation as the engine rotational speed N _E is rotated. Alternatively, the rotation of the sun gear S0 is reduced to zero by controlling the rotational speed of the first electric motor MG1 so that the speed ratio γ0 of the differential unit 16 is fixed to a value smaller than “1”, for example, about 0.7. Once, the transmitting member rotational speed N ₁₈ is rotated at a rotation speed higher than the engine speed N _E.

  In the automatic transmission 20, the sun gear S1, which is a fourth rotating element, is selectively connected to the case 12 via the first brake B1, and the mutually connected carriers, which are fifth rotating elements. CA1 and ring gear R2 are selectively connected to the transmission member 18 via the second clutch C2 and selectively connected to the case 12 via the second brake B2 (one-way clutch F1). The mutually connected ring gear R1 and carrier CA2 which are six rotating elements are connected to the output shaft 22, and the sun gear S2 which is the seventh rotating element is selectively connected to the transmission member 18 via the first clutch C1. It is connected to.

  In the automatic transmission 20, as shown in FIG. 3, the first clutch C1 and the second brake B2 (one-way clutch F1) are engaged with each other to indicate the rotation speed of the seventh rotation element. The oblique line L1 passing through the intersection of Y7 and the horizontal line XG and the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element, and the rotational speed of the sixth rotational element connected to the output shaft 22 The rotational speed of the output shaft 22 at the first speed (1st) is shown at the intersection with the vertical line Y6 indicating. Similarly, an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1 and a vertical line Y6 indicating the rotational speed of the sixth rotating element connected to the output shaft 22. Shows the rotational speed of the output shaft 22 at the second speed (2nd), and is connected to the output shaft 22 and a horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 at the third speed (3rd) is indicated by the intersection with the vertical line Y6 indicating the rotation speed of the sixth rotation element, and the second clutch C2 and the first brake B1 are engaged. The rotation speed of the output shaft 22 at the fourth speed (4th) is indicated by the intersection of the oblique straight line L4 determined by the rotation and the vertical line Y6 indicating the rotation speed of the sixth rotation element connected to the output shaft 22. .

  FIG. 4 is a diagram for explaining a main part of a control system provided in the driving device 10 in order to control the driving of the driving device 10. The electronic control device 50 shown in FIG. 4 includes a CPU, a ROM, a RAM, an input / output interface, and the like, and executes signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. It is a so-called microcomputer, and executes various controls related to driving of the driving device 10 including drive control of the engine 24 and hybrid drive control related to the first electric motor MG1 and the second electric motor MG2. The electronic control device 50 is configured as an individual control device for each control as required, such as for output control of the engine 24 and for operation control of the first electric motor MG1 and the second electric motor MG2. The

As shown in FIG. 4, the electronic control device 50 is configured to be supplied with various signals from sensors, switches, and the like provided in each part of the driving device 10. That is, a signal indicating an accelerator opening degree A _CC which is an operation amount of an accelerator pedal (not shown) corresponding to a driver's output request amount by the accelerator opening sensor 52, and an engine which is the rotation speed of the engine 24 by the engine rotation speed sensor 54. signal representative of the rotational speed N _E, a signal indicative of the rotational speed N _MG1 of the first electric motor MG1 by MG1 rotational speed sensor 56, a signal indicative of the rotational speed N _MG2 of the second electric motor MG2 by MG2 rotational speed sensor 58, output rotation A signal indicating the rotational speed N _OUT of the output shaft 22 corresponding to the vehicle speed V by the speed sensor 60, a signal indicating the speed N _W of each wheel in the driving device 10 by the wheel speed sensor 62, and a battery by the battery SOC sensor 64 The signal indicating the charge capacity (charge state) SOC of 46 is sent to the electronic control unit 50, respectively. Supplied.

The electronic control device 50 is configured to output an operation command to each part of the drive device 10. That is, as an engine output control command for controlling the output of the engine 24, a fuel injection amount signal for controlling a fuel supply amount to an intake pipe or the like by the fuel injection device, and an ignition timing (ignition timing) of the engine 24 by the ignition device. An ignition signal to be commanded and an electronic throttle valve drive signal supplied to the throttle actuator for operating the throttle valve opening θ _TH of the electronic throttle valve are output to an engine output control device 42 that controls the output of the engine 24. Is done. A command signal for commanding the operation of the first motor MG1 and the second motor MG2 is output to the inverter 44, and electric energy corresponding to the command signal is transmitted from the battery 46 via the inverter 44 to the first motor MG1. The second motor MG2 is supplied to control the outputs (torques) of the first motor MG1 and the second motor MG2. The electric energy generated by the first electric motor MG1 and the second electric motor MG2 is supplied to the battery 46 via the inverter 44 and stored in the battery 46.

  FIG. 5 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 50. In the present embodiment, a mode in which various control functions shown in FIG. 5 are integrated in the electronic control device 50 will be described. The control functions are, for example, an electronic control device for engine control and an electronic device for motor control. A control device, an electronic control device for automatic transmission control, and the like may be provided in a distributed manner, and the plurality of electronic control devices may perform various functions described in detail below by communicating with each other.

The shift control means 70 shown in FIG. 5 controls the shift by the differential unit 16 as an electric continuously variable transmission and the automatic transmission 20 as a stepped transmission. That is, the gear ratio of the differential unit 16 is controlled by controlling the operation of the first electric motor MG1 and the second electric motor MG2 in accordance with the traveling state of the vehicle, for example, the vehicle speed V and the accelerator operation amount A _CC from a predetermined relationship. Stepless speed change control is performed to change the steplessly. Further, because of a predetermined relationship, any one of the first to fourth gear stages is set in the automatic transmission 20 in accordance with the running state of the vehicle, such as the vehicle speed V and the accelerator operation amount A _CC. Stepped gear shift control to be established selectively is performed. Here, the shift control means 70 is preferably divided into a continuously variable shift control means for performing the shift control of the differential section 16 and a stepped shift control means for performing the shift control of the automatic transmission 20. Although configured, in the present embodiment, they will be described as not distinguishing them.

The shift control means 70 simultaneously performs shift control by the differential unit 16 and the automatic transmission 20 as necessary. That is, a continuously variable transmission control that continuously changes the gear ratio of the differential unit 16 by controlling the operations of the first electric motor MG1 and the second electric motor MG2 in accordance with the running state of the vehicle from a predetermined relationship. In the automatic transmission 20, the stepped shift control for selectively establishing any one of the first to fourth gears is performed simultaneously (in parallel). Further, the movement of the operating point of the engine 24 and the shift control of the automatic transmission 20 are executed simultaneously. With respect to such control that simultaneously moves the operating point of the engine 24 and shift control of the automatic transmission 20, the shift control means 70 includes a rotational gradient ratio calculation means 72, an engine torque value acquisition means 74, a clutch torque value. An acquisition unit 76, a power balance target value acquisition unit 78, a rotational gradient target value calculation unit 80, an MG required torque calculation unit 82, and a clutch torque command value calculation unit 84 are included. In this embodiment, as one aspect of the movement of the operating point of the engine 24, the engine 24 is not subjected to control such as ignition by the ignition device provided in the engine output control device 42, It shall also include aspects rotational speed N _E is varied in the engine 24 by at least one rotating state of the first electric motor MG1 and the second motor MG2 is changed.

Here, as described above, in the driving apparatus 10 of the present embodiment, the engine 24 is stopped (engine rotational speed N _E = 0) and an electric motor such as the second electric motor MG2 is used as a driving source for traveling. The EV running state is established. In the present embodiment, a case is considered in which the engine 24 is started when the accelerator pedal is depressed from the EV traveling state. In starting the engine 24 from the EV traveling state in the driving device 10, for example, the rotational speed of the engine 24 is increased by the first electric motor MG1.

FIG. 6 is a diagram for explaining the engine start from the EV running state according to the prior art, and corresponds to a portion corresponding to the differential unit 16 in the alignment chart of FIG. Considering that the rotation of the engine 24 is increased from the state shown by the solid line (N _E = 0) in FIG. 6 to the state shown by the broken line, when the rotational speed N _MG2 of the second electric motor _MG2 is fixed, the first rotational speed pulling of such engine 24 is achieved by raising the rotational speed N _MG1 of first electric motor MG1. In the starting control of the engine 24, when the rotation of the first electric motor MG1 at the beginning (before starting) is negative, that is, when the rotation of the input shaft 14 in the normal rotation direction (vehicle forward direction) is the positive direction. When the rotation is in the negative direction (N _MG1 <0), as shown in FIG. 6, the first motor MG1 generates power (with respect to the battery 46) until the rotation speed N _MG1 of the first motor MG1 becomes zero. After the rotation speed _NMG1 becomes a positive value, discharging (taking out electric energy from the battery 46) is performed. However, in such conventional control, as the vehicle speed V increases, the amount of increase in the rotational speed of the first electric motor MG1 that accompanies the start of the engine 24 from the EV traveling state increases. When trying to arrange the time, the amount of power generated by the first electric motor MG1 (electric energy supplied to the battery 46) tends to increase. Since it is necessary to prevent the power generation amount from exceeding the power input limit amount Win of the battery 46, in the conventional technique, the power generation amount of the first electric motor MG1 in this case is the input limit value of the battery 46. There is a problem that the vehicle speed V is controlled so as not to exceed Win, and a sufficiently high vehicle speed upper limit value cannot always be set.

  FIG. 7 is a diagram schematically illustrating engine start from the EV traveling state according to the present embodiment, and corresponds to a portion corresponding to the differential portion 16 in the alignment chart of FIG. In FIG. 7, the state indicated by the solid line and the broken line in FIG. 6 is also shown for comparison. In the driving apparatus 10 of the present embodiment, the shift control means 70 synchronizes with the start of the engine 24 when the first electric motor MG1 is rotating negatively when the engine 24 is started from the EV running state. Then, the downshift of the automatic transmission 20, that is, the shift in the direction that increases the gear ratio γ is executed. When the downshift is performed in the automatic transmission 20, the rotation speed of the transmission member 18 with respect to the rotation speed of the drive wheel 34 increases, and as a result, the rotation of the second electric motor MG2 is raised. Accordingly, as indicated by a dashed line in FIG. 7, the rotational speed increase amount of the first electric motor MG1 for achieving the rotational speed of the engine 24 in the state indicated by the broken line in FIG. The power generation amount by the first electric motor MG1 is suppressed. That is, when starting the engine 24 from the EV traveling state, if the first electric motor MG1 is in a negative rotation, the automatic transmission 20 is downshifted in synchronization with the start of the engine 24. Thus, the upper limit value of the vehicle speed V at the time of such control can be set higher than that in the control according to the conventional technique.

  Further, when the automatic transmission 20 is downshifted when the engine 24 is started from the EV running state, the energy balance of the entire transmission mechanism including the differential unit 16 and the automatic transmission 20 is preliminarily determined. In view of this, it is desirable to perform shift control considering the overall balance. That is, when the engine 24 is started, the degree of shift progress of each rotating element in the differential section 16, that is, the sun gear S0 that is the first rotating element, the carrier CA0 that is the second rotating element, and the ring gear R0 that is the third rotating element. By simultaneously performing a downshift of the automatic transmission 20 that achieves a desired power balance, the battery 6 can be discharged as the rotational speed of the second electric motor MG2 increases, and an overcharged power balance is further increased. It is preferably improved. Hereinafter, the downshift control of the automatic transmission 20 according to the present embodiment, which is performed in synchronization with the start of the engine 24, will be described together with the description of each control function shown in FIG.

The engine start time acquisition means 66 shown in FIG. 5 performs a target engine start time when a start request for the engine 24 is made, for example, when the accelerator pedal is depressed in the EV running state (engine stop state). Get t _es . This target engine start time _tes is a time until the rotational speed of the engine 24 reaches an idle rotational speed of about 1000 (rpm), which is the target rotational speed, and is preferably determined in advance from vehicle performance. The constant value is a value calculated based on the vehicle speed V detected by the output rotational speed sensor 60 and the accelerator opening degree A _CC detected by the accelerator opening degree sensor 54 from a predetermined relationship. May be. Further, the target engine start time _tes acquired by the engine start time acquisition unit 66 corresponds to a target value of a shift time required for downshifting the automatic transmission 20 that is executed when the engine 24 is started. In other words, the engine start time acquisition means 66 is, in other words, target shift time acquisition means for acquiring a target shift time related to a downshift of the automatic transmission 20 that is executed when the engine 24 is started.

The charging power calculation means 68 calculates the amount of electric energy charged in the battery 46 when the engine 24 is started from the EV running state, that is, the amount of power generated by the first electric motor MG1. Preferably, when the engine 24 is started from the EV traveling state, the amount of power generated by the first electric motor MG1 when the downshift in the automatic transmission 20 is not performed is calculated. For example, the amount of change (increase) in the rotational speed of the first electric motor MG1 when the engine 24 is started is calculated based on the current rotational speed N MG2 of the second electric motor _MG2 and the engine target rotational speed after shifting. Then, the power generation amount by the first electric motor MG1 corresponding to the rotation speed change amount is calculated.

  Preferably, the speed change control means 70 is calculated by the charging power calculation means 68 when the engine 24 is started from the EV running state and the first electric motor MG1 is negatively rotated at the beginning (before the control is started). When the amount of power generated by the first electric motor MG1 is greater than the input limit value Win determined in accordance with the amount of power stored in the battery 46, the automatic transmission 20 is synchronized with the start of the engine 24. Perform a downshift. Preferably, the amount of discharge due to the driving of the second electric motor MG2 is considered in this determination. That is, a value obtained by subtracting the discharge amount per unit time corresponding to the rotation speed of the second motor MG2 from the power generation amount per unit time of the first motor MG1 calculated by the charging power calculation unit 68 is When the input limit value Win per unit time of the battery 46 becomes larger, the downshift of the automatic transmission 20 is executed in synchronization with the start of the engine 24. In other words, when the charge / discharge balance (total charge amount) by the first electric motor MG1 and the second electric motor MG2 is less than the input limit value Win of the battery 46, in synchronization with the start of the engine 24. The downshift of the automatic transmission 20 is not executed.

The charging power calculation means 68 is an electric motor corresponding to the amount of power generated by the first electric motor MG1 when the engine 24 is started from the EV running state, calculated on the condition that the automatic transmission 20 is not shifted. When the charge / discharge balance by the MG1 and the second electric motor MG2 becomes larger than the input limit value Win of the battery 46, the automatic transmission 20 is downshifted from the current gear position to each gear position, and The amount of power generated by the first electric motor MG1 when the engine 24 is started is calculated. For example, when the current gear position of the automatic transmission 20 is the third speed gear stage, when the shift from the third speed gear stage to the second speed gear stage is performed, the first speed gear stage is changed. When the shift is performed, the power generation amount of the first electric motor MG1 is calculated for each. That is, based on the current rotational speed N MG2 of the second electric motor _MG2 , the engine target rotational speed after the shift, and the rotational speed increase amount of the second electric motor MG2 (transmission member 18) corresponding to each downshift, A rotational speed change amount (increase amount) of the first electric motor MG1 at the start of the engine 24 is calculated, and an electric power generation amount by the first electric motor MG1 corresponding to the rotational speed change amount is calculated.

The shift control means 70 preferably executes (starts) a downshift of the automatic transmission 20 in synchronism (simultaneously) with the engine start request when starting the engine 24 from the EV running state. With regard to such downshift control, it does not matter whether or not there is a shift determination based on a shift map (shift diagram) used for normal shift determination. That is, the downshift of the automatic transmission 20 is executed regardless of the vehicle speed V, the accelerator opening degree _{Acc, and the} like.

  Further, the shift control means 70 is preferably a shift after downshift of the automatic transmission 20 when the engine 24 is started from the EV running state based on the calculation result by the charging power calculation means 68. Step, that is, the shift destination gear is determined. Since the amount of change in the rotational speed of the second electric motor MG2 increases as the gear position after the downshift is lower (the gear position where the gear ratio γ is larger), the charge cancellation amount can be increased. The shift control means 70 eliminates the bias toward the charging side related to the power balance of the first electric motor MG1 and the second electric motor MG2 at the gear stage of the downshift destination of the automatic transmission 20 when the engine 24 is started. To be selected according to the amount of charge cancellation required.

  That is, the shift control means 70 preferably calculates the charge power when the engine 24 is started from the EV running state and the automatic transmission 20 is downshifted simultaneously with the engine start request. The downshift is performed such that the charge / discharge balance by the electric motor MG1 and the second electric motor MG2 corresponding to the power generation amount of the first electric motor MG1 calculated by the means 68 is less than the input limit value Win of the battery 46. The gear stage of the automatic transmission 20 is set. In other words, a downshift is performed in which the charge / discharge balance by the electric motor MG1 and the second electric motor MG2 is less than the input limit value Win of the battery 46 and the change in the speed ratio γ is the smallest. For example, if the current gear position of the automatic transmission 20 is the third speed gear stage, and the gear shift from the third speed gear stage to the second speed gear stage is performed, the first speed gear stage When the charge / discharge balance by the electric motor MG1 and the second electric motor MG2 is less than the input limit value Win of the battery 46 in any of the cases where the gear shift to is performed, the third speed gear stage in the automatic transmission 20 Downshift from the second gear to the second gear, but when the shift from the third gear to the second gear is performed, the charge / discharge balance by the electric motor MG1 and the second electric motor MG2 is 46, the charge / discharge balance by the electric motor MG1 and the second electric motor MG2 is the input limit of the battery 46 when the shift from the third gear to the first gear is performed. Less than value Win Expediently, it executes the downshift from the third speed gear position in the automatic transmission 20 to the first gear.

  The shift control means 70 has three rotation elements, that is, a first rotation element in the power distribution device 26 as a differential mechanism with respect to a downshift of the automatic transmission 20 when the engine 24 is started from the EV running state. Shift control that achieves a desired power balance by aligning the shift progress of the sun gear S0 (MG1), the carrier C0 (engine 24) as the second rotating element, and the ring gear R0 (MG2) as the third rotating element. Do. For this purpose, the shift control is divided into two phases based on the actual rotational speed time rate of change dω / dt of each rotary element, and the shift control is performed by different algorithms for each.

  Preferably, the shift control means 70 is configured to move the operating point of the engine 24 and the automatic transmission 20 according to the rotation change gradients of the first rotation element, the second rotation element, and the third rotation element. A control algorithm or a control amount determination algorithm related to the control for simultaneously performing the shift control is changed. For example, shift control by different algorithms is executed in each of the first phase and the second phase divided according to the rotation change gradient of each rotation element. Preferably, the actual rotation speed time change rate of each of the first rotation element, the second rotation element, and the third rotation element, that is, the rotational speed time change rate dω / dt The absolute value of the actual rotational speed time change rate dω / dt of all the rotating elements is more preferably the timing at which the absolute value of the same (in the following description, indicated by dots) is less than a predetermined threshold value, and more preferably A process of switching an algorithm related to shift control is executed at a timing that is less than a predetermined threshold.

FIG. 8 is a time chart showing an example of a change with time of each related value in the downshift of the automatic transmission 20 performed in synchronization with the start of the engine 24 from the EV running state. In the control shown in FIG. 8, first, at time t1, it is determined whether the engine 24 starts (starts cranking from a stopped state) and starts an inertia phase related to the downshift of the automatic transmission 20. From this time point t1 to the time point t3 when the rotational speed of the second electric motor MG2 reaches the peak, the shift control corresponding to the first phase (Phase. 1) is executed by the shift control means 70, and the automatic transmission 20 With the downshift of m, the rotational speed of the m-axis corresponding to the sun gear S0 (MG1) as the first rotation element is gradually increased. In parallel with the increase in the rotation speed of the m-axis, the rotation speed of the e-axis corresponding to the carrier C0 (engine 24) as the second rotation element is gradually increased. Although omitted in FIG. 8, the rotational speed of the g-axis corresponding to the ring gear R0 (MG2), which is the third rotational element, is gradually increased as the rotational speed of the m-axis and e-axis is gradually increased. Here, in the engine start control of this embodiment, as shown in FIG. 8, control for increasing until the left engine rotational speed N _E of the engine torque T _e is zero to 1000 (rpm) degree, for example, idling speed Will be described. That is, in the control shown in the time chart of FIG. 8, control such as ignition by the ignition device provided in the engine output control device 42 is not performed on the engine 24.

After engine start control is started at time t1, release of the disengagement-side engagement element related to the shift (downshift) of the automatic transmission 20 is started, and engagement of the engagement-side engagement element is started. The For example, when the automatic transmission 20 performs a shift from the fourth gear to the third gear, the clutch torque (engagement torque) T of the first brake B1 that is the disengagement side engagement element. Control for gradually decreasing _b1 is started, and control for gradually increasing the clutch torque (engagement torque) _Tc1 of the first clutch C1, which is the engagement-side engagement element, is started. That is, a downshift is started by so-called clutch-to-clutch shift that releases the disengagement side engagement element and engages the engagement side engagement element. At the time t2, the actual rotational speed N _MG2 of the second electric motor _MG2 exceeds the synchronous rotational speed (target rotational speed) after shifting of the second electric motor. That is, after the time point t2, the m-axis rotation slightly rises.

Next, at time t3, the rotational speed N _MG2 of the second electric motor MG2 reaches a peak. That is, it is slightly lifted with respect to the rotation of the m-axis. Similarly, the rotation of the e-axis and the rotation of the g-axis (not shown) are slightly blown up, and the rotation speed of each axis is higher (overshoot) than the synchronized rotation speed (target rotation speed) after the shift. . Therefore, after time t3, control is performed so that their rotational speeds decrease. That is, at the time point t3, the rotational speed time change rate dω / dt of the m-axis, e-axis, and g-axis is substantially zero, which corresponds to an inflection point at which the change in rotational speed of each axis switches from increase to decrease. To do. At this point after t3, the shift control is performed corresponding to the second phase by the shift control means 70 (Phase.2), the first electric motor MG1 and the second electric motor MG2, respectively of the torque T _g and T _m is The control is terminated at time t5 after the rotational speeds of the m-axis, e-axis, and g-axis reach the respective target values (target rotational speeds after shifting) at time t4 due to being controlled. . That is, in the control shown in the time chart of FIG. 8, after the shift control corresponding to the first phase is executed by the shift control means 70 from time t1 to time t3, from time t3 to time t5. Meanwhile, the shift control corresponding to the second phase by the shift control means 70 is executed.

  Here, as described above, when the automatic transmission 20 performs a shift from the fourth gear to the third gear, the first brake B1 is released and the first clutch C1 is released. Are engaged. Further, as shown in FIG. 2 described above, in the automatic transmission 20, a shift from the fourth gear to the third gear, a shift from the fourth gear to the second gear, Any one of the shifts from the third gear to the second gear, the shift from the third gear to the first gear, and the shift from the second gear to the first gear (down) Also in the shift), a so-called clutch-to-clutch shift is performed in which the disengagement-side engagement element is released and the engagement-side engagement element is engaged. Here, after changing the engagement element, it is necessary to make the rotation speed of each rotation element coincide with the synchronous rotation speed toward the end of the shift. FIG. 8 shows a value at time t3 and a value at time t4 (target It is necessary to precisely control the rotational speed of each rotating element with respect to a relatively small speed difference as shown by the difference from the rotational speed. Therefore, when the rotational change gradient exists beyond the synchronous rotational speed of each rotary element, the control is performed in two phases triggered by the fact that the actual rotational speed time change rate dω / dt of each rotary element has decreased to some extent. The shift control is performed by different algorithms. Hereinafter, the shift control in the first phase (Phase. 1) shown in FIG. 8 will be described.

In the speed change control corresponding to the first phase by the speed change control means 70, the rotational gradient ratio calculation means 72 has three rotation elements in the power distribution device 26 as a differential mechanism, that is, the sun gear S0 as the first rotation element. (MG1), the carrier C0 (engine 24) as the second rotation element, and the ring gear R0 (MG2) as the third rotation element are calculated. Specifically, when the automatic transmission 20 is simultaneously downshifted when the engine 24 is started, the target rotation speed of the first rotation element after the shift, that is, the target rotation speed ω _{gaim of} MG1 and the current rotation speed. A difference value Δω _g (= ω _gaim −ω _g ) with respect to ω _g , a difference value Δω between the target rotation speed of the second rotation element after the shift, that is, the target rotation speed ω _{eaim of the} engine 24 and the current rotation speed ω _{e. e} (= ω _eaim −ω _e ), and the difference value Δω _m (= ω _maim −ω) between the target rotational speed of the third rotational element after the shift, that is, the target rotational speed ω _{maim of} MG2 and the current rotational speed ω _{m. m} ) and the ratio thereof, that is, Δω _g : Δω _e : Δω _m is calculated. Further, the rotational speed time change rate dω _g / dt of the first rotating element, the rotational speed time change rate dω _e / dt of the second rotating element, and the rotational speed time change rate dω _m / dt of the third rotating element. And the ratio thereof, that is, dω _g / dt: dω _e / dt: dω _m / dt is calculated.

The engine torque value obtaining means 74 obtains an output torque that is, the engine torque value T _e of the engine 24 at the present time. For example, the predetermined relationship, and calculates the engine torque value T _e based on the actual value of the opening degree theta _TH of the engine is detected rotational speed N _e and the electronic throttle valve (not shown) at the present time. Further, an actual output torque of the engine 24 may be detected by a torque sensor or the like. As described previously, in the engine start control of this embodiment, to consider the control of lifting the engine rotational speed N _E without increasing the engine torque T _e, the engine torque obtained by the engine torque value obtaining means 74 The value T _e is zero (T _e = 0).

The clutch torque value acquisition means 76 is an engagement element provided in the automatic transmission 20, and the engagement torque, that is, the clutch torque at the present time of each of the engagement side engagement element and the release side engagement element related to the shift. to get the value T _b. For example, based on a predetermined relationship (engagement torque characteristic), the clutch torque value T _{b is} determined based on a hydraulic command value of each engagement element at the present time (an output pressure command value of an electromagnetic control valve in a hydraulic control circuit (not shown)). Is calculated. Alternatively, the actual hydraulic pressure of the hydraulic oil supplied to each engagement element may be detected by a hydraulic pressure sensor provided in the hydraulic pressure control circuit.

The power balance target value acquisition means 78 acquires a power balance target value ΔP _aim for the first electric motor MG1 and the second electric motor MG2. For example, the power balance target value ΔP _aim is calculated based on a predetermined relationship based on the running state of the vehicle and the charge level (SOC) of the battery 46 provided in the power transmission device 10. This power balance target value ΔP _aim takes a value within a range of, for example, −30 [kw] to 30 [kw], and is preferably zero (± 0 [kw]). For example, about 5 [kw] when there is a charge request and about −5 [kw] when there is a discharge request, it is determined as appropriate according to the charging status of the system.

The rotational gradient target value calculating means 80 calculates a target value of the rotational speed time change rate dω / dt of each of the first rotating element, the second rotating element, and the third rotating element. That is, the rotation speed time rate of change of the rotational speed time rate of change d [omega _g / dt, the carrier C0 speed time rate of change of (engine 24) dω _e / dt, and the ring gear R0 (MG2) of the sun gear S0 (MG1) A target value to be a target value (target) for each control of dω _m / dt is calculated.

When the engine 24 is started from the EV running state and the downshift control of the automatic transmission 20 is simultaneously performed, the rotational gradient target value calculation unit 80 is configured to perform the first rotation element for at least a certain period during the shift. The ratio of the rotational speed change gradient of each of the second rotational element and the third rotational element is the ratio of the difference value (rotational speed change amount) from the current rotational speed to the target rotational speed, or a value calculated in accordance therewith. Control to be equal. That is, the target rotation speeds of the first rotation element, the second rotation element, and the third rotation element after the shift, which are calculated by the rotation gradient ratio calculation means 72, and the first rotation element and the second rotation at the present time, respectively. A ratio Δω _g : Δω _e : Δω _m of the difference value between the actual rotation speed of each element and the third rotation element, and the rotation speed time of each of the first rotation element, the second rotation element, and the third rotation element Rotational speed time change rate dω / dt of each of the first rotation element, the second rotation element, and the third rotation element so that the ratio of change rates dω _g / dt: dω _e / dt: dω _m / dt is equal to each other. The target value of is calculated.

  In other words, the rotational gradient target value calculating means 80 obtains the target rotational speed and the current rotational speed of each of the first rotational element, the second rotational element, and the third rotational element after the shift, and obtains the rotational speed. While calculating the change gradient, the rotation speed time change rate of each of the first rotation element, the second rotation element, and the third rotation element is calculated, and the ratio of these rotation speed time change rates is calculated as the change in the rotation speed of each rotation element. The target value of the gradient ratio. That is, the target rotation speed of each of the first rotation element, the second rotation element, and the third rotation element after the shift and the actual rotation of each of the first rotation element, the second rotation element, and the third rotation element at the present time When the ratio of the difference value from the speed is expressed by the following equation (1), the ratio of the rotational speed time change rate of each of the first rotation element, the second rotation element, and the third rotation element is (2 ) Control to satisfy the equation. That is, target values of the rotational speed time change rates dω / dt of the first rotating element, the second rotating element, and the third rotating element are calculated so as to satisfy the following expression (3).

The rotational gradient target value calculation means 80 preferably calculates the target value of the rotational speed time change rate dω / dt based on the above equations (1) to (3) by calculating the engine output power during the shift, the clutch This is based on the balance calculation of the transmission power, the target power balance value, and the inertial power. That is, based on a predetermined relationship, each of the first rotation element, the second rotation element, and the third rotation element corresponding to (ie, equal to) the difference value ratio Δω _g : Δω _e : Δω _m . Rotational speed time rate ratio dω _g / dt: dω _e / dt: dω _m / dt, output power of the engine 24 during shifting, engagement elements provided in the automatic transmission 20, that is, the first brake B1 To the first rotation element by performing a balance calculation based on the transmission power of the second brake B2, the target value ΔP _aim of the power balance value of the first electric motor MG1 and the second electric motor MG2, and the inertia power. A target value of the rotational speed time change rate dω / dt of each of the second rotation element and the third rotation element is calculated. As described previously, in the engine start control of this embodiment, to consider the control of lifting the engine rotational speed N _E without increasing the engine torque T _e, an output power of the engine 24 during the shift is zero .

The rotational gradient target value calculation means 80, for example, satisfies the above-described equation (3) and satisfies the following equation (4), and the rotation speed time of each of the first rotation element, the second rotation element, and the third rotation element. A target value of the change rate dω / dt is calculated. In this equation (4), T _e · ω _{e according} to the first term is the output power of the engine 24, T _b · ω _{m according} to the second term is the power consumed by the drive system, the third term, Section 4, and _{I g · dω g / dt ·} ω g -I e · dω e / dt · ω e -I m · dω m / dt · ω m according to paragraph 5 power used for pulling a inertia Correspond to each. Here, since T _e = 0 in this embodiment, the first term in the equation (4) is T _e · ω _e = 0. The clutch torque T _b is preferably, which corresponds to the clutch torque of engagement side engagement element according to the shifting of the automatic transmission 20, for example, the third speed gear position from the fourth gear This downshift corresponds to the clutch torque T _c1 of the first clutch C1. Here, in the balance calculation shown in the equation (4), the power of the first electric motor MG1 and the second electric motor MG2 only takes into account the power balance value (deviation from zero). In other words, the rotational gradient target value calculation means 80 is preferably configured to calculate the target value of the rotational speed time change rate dω / dt of each of the first rotational element, the second rotational element, and the third rotational element. The balance of power excluding the work related to the operation of the first electric motor MG1 and the second electric motor MG2 is calculated.

The MG required torque calculation means 82 is a target value of the rotational speed time change rate dω / dt of each of the first rotation element, the second rotation element, and the third rotation element calculated by the rotation gradient target value calculation means 80. The torques of the first electric motor MG1 and the second electric motor MG2 that realize the above are calculated. For example, the target value of the rotation speed time change rate dω _g / dt of the first rotation element (MG1) calculated by the rotation gradient target value calculation means 80, the rotation speed time change rate dω of the second rotation element (engine 24). _e / dt target value, third rotational element (MG2) rotational speed time rate of change dω _m / dt target value, engine torque value T _e acquired by the engine torque value acquisition means 74, and clutch torque value with respect to the clutch torque value T _b obtained by the obtaining unit 76 obtains the MG1 torque T _g and MG2 torque T _m satisfying the equation of motion shown in the following equation (5). Further, the shift control means 70 controls the operation of the first motor MG1 and the second motor MG2 as MG1 torque T _g and MG2 torque T _m, which is calculated as described above are realized.

As described above, in the shift control corresponding to the first phase (Phase.1) by the shift control means 70, (a) the rotational gradient ratio calculation means 72 determines the target rotational speed of each rotary element and The difference value ratio Δω _g : Δω _e : Δω _m with the current rotational speed is calculated, and the ratio dω _g / dt: dω _e / dt: dω _m / dt of the rotational speed time change rate of each rotational element is calculated. (B) The engine torque value acquisition means 74 acquires the output torque of the engine 24 at the present time, that is, the engine torque value _Te (= 0), and (c) the clutch torque value acquisition means 76 acquires the automatic shift. get the engagement torque i.e. the clutch torque value T _b at the present time of the engagement element or the provided on the machine 20 first brake B1 or the second brake B2, (d) the power yield The target value obtaining means 78 obtains the power balance target value [Delta] P _aim according to the first electric motor MG1 and the second motor MG2, the (e) the rotating gradient target value calculating means 80, in (a) ~ (d) Using the obtained values, the target value of the rotational speed time change rate dω / dt of each rotating element is calculated. (F) The MG necessary torque calculating means 82 calculates the target value of each rotating element in (e). speed time rate of change _{dω g / dt, dω e /} dt, and calculates the MG1 torque T _g and MG2 torque T _m to achieve the target value of dω _m / dt, by (g) said shift control means 70, (f ) the operation command to achieve the calculated MG1 torque T _g and MG2 torque T _m and outputs to the first motor MG1 and the second motor MG2 at. That is, the rotation of the first rotation element, the second rotation element, and the third rotation element is controlled by an algorithm corresponding to the series of processes (a) to (g).

Next, the shift control in the second phase (Phase. 2) shown in FIG. 8 will be described. In the shift control corresponding to the second phase by the shift control means 70, instead of the processes (b) to (e) in the series of processes (a) to (g), the following (b ′) to The process (e ′) is performed. That is, (a) the rotation gradient ratio calculation means 72 calculates a difference value ratio Δω _g : Δω _e : Δω _m between the target rotation speed of each rotation element and the current rotation speed, and the rotation speed of each rotation element. The ratio of time change rate dω _g / dt: dω _e / dt: dω _m / dt is calculated, and (b ′) the difference value ratio Δω _g obtained in (a) by the rotational gradient target value calculation means 80: Δω _e : Δω _m and ratio of rotation speed time change rate dω _g / dt: dω _e / dt: dω _m / dt are satisfied, and the rotational change is smooth in a predetermined time from phase switching. To calculate the target value of the rotational speed time change rate dω / dt of each rotary element that reaches the synchronized rotational speed after shifting, and (c ′) the output torque of the engine 24 at the present time by the engine torque value acquisition means 74 Ie Get the Njintoruku value T _e (= 0), and obtains the (d ') the power by balance target value obtaining means 78, the power balance target value [Delta] P _aim according to the first electric motor MG1 and the second motor MG2, (e ′) Rotational speed temporal change rates dω _g / dt, dω _e / dt, dω _{m of} the respective rotary elements obtained in (b ′) to (d ′) by the clutch torque command value calculation means 84 described in detail below. The command value of the clutch torque T _b is calculated using the target value of / dt, the engine torque value _Te , and the target value ΔP _aim of the power balance. (F) By the MG required torque calculating means 82, (b ′) speed time rate of change d [omega _g / dt of each rotating element which is calculated, dω _e / dt, the d [omega _m / MG1 torque to achieve a target value of dt T _g and MG2 torque T _m calculated in, (g) the By the shift control means 70, The operation command to achieve the MG1 torque T _g and MG2 torque T _m calculated in f) to output to the first motor MG1 and the second motor MG2, realized clutch torque T _b calculated in (e ') The command value to be output is output to a hydraulic control circuit (not shown). That is, the first rotation element, the second rotation element, and the third rotation element are determined by an algorithm corresponding to the series of processes (a), (b ′) to (e ′), (f), and (g). Control the rotation.

The clutch torque command value calculation means 84 calculates an engagement torque command value of each engagement element (release side engagement element and engagement side engagement element) related to downshift in the automatic transmission 20. Specifically, the target value of the rotation speed change rate dω _g / dt of the first rotation element calculated by the rotation gradient target value calculation means 80 and the rotation speed change rate dω _e / dt of the second rotation element are calculated. The target value, the target value of the rotational speed change rate dω _m / dt of the third rotating element, the engine torque value _Te (= 0) acquired by the engine torque value acquiring means 74, and the power balance target value acquiring means The clutch torque T _b satisfying the above-described equation (4) is calculated with respect to the target value ΔP _{aim of the} power balance acquired by 78. Here, the clutch torque T _b is preferably, which corresponds to the clutch torque of engagement side engagement element according to the shifting of the automatic transmission 20, for example, third speed gear from the fourth gear In the downshift to the stage, it corresponds to the clutch torque T _c1 of the first clutch C1.

As described above, the shift control means 70 preferably includes the torque of each engagement element related to the shift provided in the automatic transmission 20, the torque T _MG1 of the first electric motor _MG1 , and the first by controlling at least one of the torque T _MG2 two motors MG2, to achieve a target value of the first rotating element, a second rotating element, and a third respective rotary elements rotating speed time rate of change d [omega / dt Take control. Preferably, in the control to achieve the target value of the rotational speed time change rate dω / dt, work related to the operation of the first electric motor MG1 and the second electric motor MG2 is taken into consideration. That is, all the devices including those jobs are excluded without excluding the work related to the operation of the first electric motor MG1 and the second electric motor MG2 as performed in the balance calculation shown in the equation (4). The control amount of each control device is determined in consideration.

Further, the shift control means 70 is preferably configured so that when the engine 24 is started from the EV traveling state and the downshift control of the automatic transmission 20 is simultaneously performed, the first rotation element after the shift, When a change occurs in at least one of the target rotation speeds ω _gaim , ω _eaim , and ω _maim of each of the two rotation elements and the third rotation element, the first rotation corresponding to the changed target rotation speed The rotational speed time change rate dω / dt of each of the element, the second rotation element, and the third rotation element is reset. Preferably, the rotational gradient is reset by setting an absolute value of an actual rotational speed time change rate dω / dt of each of the first rotational element, the second rotational element, and the third rotational element. At a timing that is less than a threshold value (for example, a small value that is substantially zero), more preferably at a timing that the absolute value of the actual rotational speed time change rate dω / dt of all the rotating elements is less than a predetermined threshold value. Executed. Preferably, the actual rotation speed time change rate dω / dt of each of the first rotation element, the second rotation element, and the third rotation element is set to be higher than the rotation speed time change rate before the change of the target rotation speed. After the reduction, the rotational gradient is reset.

  In the time chart of FIG. 8, with respect to the power balance values related to the first electric motor MG1 and the second electric motor MG2, the control of the present embodiment, that is, the control for downshifting the automatic transmission 20 in synchronization with the start of the engine 24. A solid line represents a value corresponding to, and a broken line represents a value corresponding to a conventional control of only the start control of the engine 24 (that is, the second electric motor MG2 is not lifted by downshift of the automatic transmission 20). ing. In the example shown in FIG. 8, the region where the power balance value is less than zero is charged, that is, the electric energy is supplied to the battery 46, and the region where the power balance value is greater than zero is discharged, ie, the electric energy is taken out from the battery 46. Corresponds to the side. That is, in the control of the present embodiment shown by the solid line in FIG. 8, it can be seen that the amount of charge is suppressed particularly when the engine rotation speed is increased compared to the conventional control shown by the broken line. As described above with reference to FIG. 7, the rotation speed of the first electric motor MG <b> 1 is suppressed by increasing the rotation of the second electric motor MG <b> 2 due to the downshift of the automatic transmission 20. Is. Thus, by performing a downshift of the automatic transmission 20 in synchronization with the start of the engine 24, discharge is possible due to an increase in the rotational speed of the two electric motors MG2, and an overcharged power balance is improved. The EV possible vehicle speed can be improved.

  FIG. 9 is a flowchart for explaining a main part of the engine start control by the electronic control unit 50, which is repeatedly executed at a predetermined cycle.

First, in step S1 (hereinafter, step is omitted), the engine 24 is stopped and the accelerator pedal is depressed from an EV traveling state using the second electric motor MG2 as a drive source. It is determined whether or not a start request has been made. If the determination in S1 is negative, the routine is terminated accordingly. If the determination in S1 is affirmative, the rotational speed of the engine 24 is started after the start control of the engine 24 is started in S2. N _E is the target engine starting time t _es to reach the idling rotation speed of about target rotational speed at which for example 1000 (rpm) is obtained. Next, in S3, the amount of electric energy charged in the battery 46 when the engine 24 is started from the EV running state, that is, the amount of power generated by the first electric motor MG1 is calculated. Preferably, when the engine 24 is started, when the downshift by the automatic transmission 20 is performed synchronously, the power generation amount (charge / discharge balance, charge elimination amount) corresponding to each downshift is calculated. Is done. Next, in S4, a shift stage after the downshift of the automatic transmission 20 performed in synchronization with the start of the engine 24 from the EV running state is selected. Preferably, when the power generation amount of the first electric motor MG1 calculated in S3 is less than the input limit value Win, the gear position corresponding to the downshift with the smallest change in the gear ratio γ is selected. Next, in S5, the first electric motor MG1 and the second electric motor are determined from a predetermined relationship based on the running state of the vehicle, the charge level (SOC) of the battery 46 provided in the power transmission device 10, and the like. The power balance target value ΔP _aim for MG2 is acquired (calculated). Next, at SS, the engine start speed change control shown in FIG. 10 is executed, and then this routine is terminated.

FIG. 10 is a flowchart illustrating a main part of engine start speed change control (engine start speed change subroutine) in the engine start control shown in FIG. First, at SS1, the shift control mode is set to phase 1. Next, at SS2, a difference value ratio Δω _g : Δω _e : Δω _m between the target rotation speed of each rotation element, that is, the first rotation element, the second rotation element, and the third rotation element, and the current rotation speed is calculated. At the same time, the ratio dω _g / dt: dω _e / dt: dω _m / dt of the rotational speed time change rate of each rotating element is calculated. Next, in SS3, it is determined whether or not there is a change in the target rotational speed after shifting of each rotating element, that is, the target rotational speed. If the determination at SS3 is negative, the processing of SS7 and subsequent steps is executed. If the determination at SS3 is positive, at SS4, the rotational gradient target of each rotating element, that is, the rotational speed time rate of change dω. It is determined whether or not the target value of / dt is 0. If the determination at SS4 is negative, the target value of the rotational speed time change rate dω / dt of each rotation element is set to 0 at SS5, and then the processing at SS7 and below is executed. When SS is affirmed, the difference value ratio Δω _g : Δω _e : Δω _m between the target rotational speed of each rotating element and the current rotational speed is recalculated and the rotational speed time of each rotating element in SS6. The ratio of change rates dω _g / dt: dω _e / dt: dω _m / dt is recalculated.

In SS7, it is determined whether or not the mode of the shift control is phase 2. When the determination of SS7 is affirmed, the processing after SS17 is executed, but when the determination of SS7 is negative, in SS8, whether or not the rotational speed of each rotating element has overshot, That is, it is determined whether or not the rotational speed ω of each rotating element is equal to or higher than the synchronized rotational speed ω _aim after the shift. If the determination of SS8 is negative, the processing of SS10 and subsequent steps is executed. If the determination of SS8 is positive, in SS9, the rotational speed change gradient of each rotating element, that is, the rotational speed time rate of change. It is determined whether dω / dt is within a predetermined range, that is, whether the absolute value of the rotational speed time change rate dω / dt is less than a predetermined threshold value. If the determination in SS9 is positive, SS16 but the following process is performed, if the determination of SS9 is no, SS10, the output torque that is, the engine torque value T _e of the engine 24 is acquired After that, the processing from S11 is executed. Since in this embodiment a T _e = 0, the processing of the SS10 may be omitted.

In SS11, the engagement torque of the engagement element related to the shift of the automatic transmission 20, that is, the clutch torque value _Tb is acquired. Next, at SS12, a power balance target value ΔP _aim for the first electric motor MG1 and the second electric motor MG2 is acquired. Next, in SS13, the target value of the rotational speed time change rate dω / dt of each rotating element is calculated using the values obtained in SS2 and SS10 to SS12. Then, in SS14, MG1 torque T _g and MG2 torque T _m to achieve the target value of the rotational speed time of each rotating element which is calculated change rate d [omega / dt is calculated in SS13, the calculated MG1 torque T _g and operation command to achieve the MG2 torque T _m is output to the first motor MG1 and the second motor MG2. Next, at SS15, it is determined whether or not the shift is completed. When the determination at SS15 is negative, the processing after SS3 is executed again. When the determination at SS15 is positive, the engine start control shown in FIG. 9 (or FIG. 11 described later) is performed accordingly. To be restored.

In SS16, the shift control mode is switched from phase 1 to phase 2. Next, in SS17, the difference value ratio Δω _g : Δω _e : Δω _m calculated in SS2 is equal to the ratio dω _g / dt: dω _e / dt: dω _m / dt of the rotational speed time change rate. The target value of the rotational speed time change rate dω / dt of each rotary element that reaches the synchronous rotational speed after the shift with a smooth rotational change within a predetermined time from the phase change is calculated. Next, at SS18, the output torque of the engine 24, that is, the engine torque value _Te is acquired. Since in this embodiment a T _e = 0, the processing of the SS18 may be omitted. Next, at SS19, a power balance target value ΔP _aim for the first electric motor MG1 and the second electric motor MG2 is acquired. Next, the SS20, the target value of the rotational speed time rate of change d [omega / dt of the rotary elements obtained in the SS17～SS19, engine torque value T _e, and the clutch torque T by using the target value [Delta] P _aim of power balance _After the command value of _b is calculated, the process from SS14 is executed.

  FIG. 11 is a flowchart for explaining a main part of another example of engine start control by the electronic control unit 50, which is repeatedly executed at a predetermined cycle. In the control shown in FIG. 11, steps common to the control shown in FIG. 9 described above are denoted by the same reference numerals and description thereof is omitted. In the control shown in FIG. 11, following the process of S3, the input limit value Win in which the power generation amount of the first electric motor MG1 calculated in S3 is determined in accordance with the charged amount (SOC) of the battery 46. It is determined whether or not. If the determination in S3 is negative, the routine is terminated accordingly, but if the determination in S3 is affirmative, the processing in S4 and subsequent steps is executed.

  In the above control, S2 is the operation of the engine start time acquisition unit 66, S3 is the operation of the charging power calculation unit 68, S4, S5 and SS are the operation of the shift control unit 70, and SS2 to SS6 are For the operation of the rotational gradient ratio calculation means 72, SS10 and SS18 for the operation of the engine torque value acquisition means 74, SS11 for the operation of the clutch torque value acquisition means 76, and SS12 and SS19 for the power balance target value acquisition means. SS13 and SS17 correspond to the operation of the rotational gradient target value calculation means 80, SS14 corresponds to the operation of the MG required torque calculation means 82, and SS20 corresponds to the operation of the clutch torque command value calculation means 84, respectively. To do.

  Thus, according to the present embodiment, when the engine 24 is started from the EV traveling state where the engine 24 is stopped and the second electric motor MG2 is used as a drive source, the first electric motor MG1 is in a negative rotation. In this case, since the automatic transmission 20 is downshifted in synchronization with the start of the engine 24, the rotation speed of the second electric motor MG2 is increased by the downshift of the automatic transmission 20. Thus, the upper limit value of the vehicle speed V can be increased while suppressing the power generation amount of the first electric motor MG1. That is, it is possible to provide an electronic control device 50 for a hybrid vehicle that sets a high vehicle speed upper limit value when the engine is started from the EV traveling state.

  Further, when the engine 24 is started from the EV traveling state, when the first electric motor MG1 is in the negative rotation and the power generation amount of the first electric motor MG1 becomes larger than the input limit value Win, the engine Since the downshift of the automatic transmission 20 is performed in synchronization with the start of 24, in a state where it is required to suppress the power generation amount of the first electric motor MG1, the downshift of the automatic transmission 20 By raising the rotation speed of the second electric motor MG2, the upper limit value of the vehicle speed V can be increased while suppressing the amount of power generated by the first electric motor MG1.

Further, the downshift of the automatic transmission 20 performed in synchronization with the start of the engine 24 is the sun gear S0, which is the first rotation element in the power distribution device 26 as a differential mechanism, and the second rotation element. The rotation speeds ω _g , ω _e , and ω _m of the carrier CA0 and the ring gear R0 that is the third rotation element are changed at the same rate from the rotation speed before the shift related to the downshift to the rotation speed after the shift. Therefore, regarding the downshift of the automatic transmission 20 for increasing the rotation speed of the second electric motor MG2, the occurrence of a shift shock or the like can be suppressed while controlling the energy balance to a desired value.

  Further, the downshift of the automatic transmission 20 performed in synchronization with the start of the engine 24 is performed by the sun gear S0 that is the first rotating element after the shift, the carrier C0 that is the second rotating element, and the third rotating element. A difference value Δω between the target rotation speed of each ring gear R0 and the actual rotation speed of each of the first rotation element, the second rotation element, and the third rotation element at the present time is calculated, and the first rotation element, second The ratio of the rotational speed time change rate dω / dt of each of the rotating element and the third rotating element is equal to the ratio of the difference value Δω corresponding to each of the first rotating element, the second rotating element, and the third rotating element. Therefore, the energy balance is controlled to a desired value with respect to the downshift of the automatic transmission 20 for increasing the rotational speed of the second electric motor MG2. In addition, the occurrence of a shift shock or the like can be suppressed.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the spirit of the present invention. Is.

  20: automatic transmission, 24: engine, 26: power distribution device (differential mechanism), 34: drive wheel, 50: electronic control device, CA0: carrier (second rotating element), MG1: first electric motor, MG2: Second motor, R0: ring gear (third rotating element), S0: sun gear (first rotating element)

Claims (4)

A differential mechanism comprising a first rotating element, a second rotating element that is an input rotating member connected to the engine, and a third rotating element that is an output rotating member, and a first mechanism connected to the first rotating element A hybrid comprising: an electric motor; a second electric motor coupled to a power transmission path from the third rotating element to the drive wheel; and an automatic transmission provided in the power transmission path from the differential mechanism to the drive wheel. A control device for a vehicle,
When the engine is started from the EV running state where the engine is stopped and the second electric motor is used as a drive source, when the first electric motor is in a negative rotation, the automatic transmission is synchronized with the start of the engine. A control apparatus for a hybrid vehicle, wherein the downshift of the aircraft is performed.   When starting the engine from the EV running state, when the first electric motor is in negative rotation and the amount of power generated by the first electric motor is greater than an input limit value, the engine is synchronized with the start of the engine. The hybrid vehicle control device according to claim 1, wherein the downshift of the automatic transmission is performed.   In the downshift of the automatic transmission performed in synchronization with the start of the engine, the rotation speed of each of the first rotation element, the second rotation element, and the third rotation element is the rotation before the shift related to the downshift. 3. The control apparatus for a hybrid vehicle according to claim 1, wherein the controller is changed from the speed to the rotational speed after shifting at an equal rate.   The downshift of the automatic transmission, which is performed in synchronization with the start of the engine, includes the target rotation speeds of the first rotation element, the second rotation element, and the third rotation element after the shift and their first rotations at the present time. The difference value between the actual rotation speed of each of the element, the second rotation element, and the third rotation element is calculated, and the rotation time change rate of each of the first rotation element, the second rotation element, and the third rotation element is calculated. The control apparatus for a hybrid vehicle according to claim 3, wherein the ratio is controlled to be equal to a ratio of the difference values corresponding to each of the first rotation element, the second rotation element, and the third rotation element.

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