JP2013086688A - Driving device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a time difference between assistance request and assistance torque output during electric traveling.SOLUTION: A driving device of a hybrid vehicle includes: a first motor/generator MG1; a second motor/generator MG2; a differential gear device; an engagement device that can disengage driving connection between an input member and a rotary element of the differential gear device; and a one-way clutch OWC that is provided in a manner to work on the input member. A control device includes: a driving request issuance estimating means for estimating the issuance of the assistance request in a vehicle traveling state in which an engine is stopped and the engagement device is in a disengagement state; an assist preparation control means for changing the rotary speed of the first motor/generator MG1 in such a direction that the rotary speed of the input member becomes zero when the driving request issuance estimating means estimates the issuance of assistance request; and an assist control means for controlling the first motor/generator MG1 to transmit the assistance torque to the output member by the action of the one-way clutch OWC when the assistance request is issued.

Description

  The present invention includes an input member drivingly connected to an engine, an output member drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, a differential gear device having at least three rotating elements, and a control The present invention relates to a drive device for a hybrid vehicle including the device.

  Conventionally, a drive device for this type of hybrid vehicle is known (see, for example, Patent Document 1). In the configuration disclosed in Patent Literature 1, the engagement device is in an engaged state, and split traveling that causes the vehicle to travel while distributing the rotational driving force of the engine to the first rotating electrical machine and the output member by the differential gear device, It is possible to perform electric running in which the engagement device is released, the engine is stopped, and the vehicle is run using the rotational driving force of the second rotating electrical machine.

  In addition, a one-way clutch that acts on an input member that is drivingly connected to the engine for the purpose of enabling output of assist torque by the first rotating electrical machine during electric traveling, and the input member corresponds to the forward rotation direction of the engine A configuration is known in which a one-way clutch is provided that is free when rotating in the direction of rotation and locks when the input member attempts to rotate in a direction corresponding to the reverse direction of the engine (see, for example, Patent Document 2). .

JP 2010-076678 A JP 2000-355224 A

  In the configuration disclosed in Patent Document 2, when the electric running is performed, the engaging device is released and the engine is disconnected from the input member. Therefore, when the second rotating electrical machine rotates, the input member and Since only the second rotating element rotates (the engine does not rotate) and the first rotating element and the first rotating electric machine do not rotate, the loss due to the rotation of the first rotating element and the first rotating electric machine with relatively large rotation loss is reduced. Can be prevented.

  However, on the other hand, when driving torque exceeding the torque that can be output by the second rotating electrical machine is required and the output of assist torque by the first rotating electrical machine is required, if the assist torque is output immediately, the one-way clutch There is a possibility that a load is applied to the one-way clutch due to the difference in rotational speed between the two members provided with the one-way clutch, resulting in a reduction in the life of the one-way clutch and the occurrence of a shock. On the other hand, if the assist torque is output after adjusting the rotation speed of the first rotating electrical machine so that no load is applied to the one-way clutch, the time lag ( (Response delay) may occur, and the driver may feel uncomfortable.

  Therefore, the present invention provides a hybrid vehicle capable of reducing a time difference from an assist request to an assist torque output during electric traveling while preventing loss due to rotation of the first rotating element and the first rotating electric machine during electric traveling. An object is to provide a driving device.

To achieve the above object, according to one aspect of the present invention, an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and at least 3 A hybrid vehicle drive device comprising a differential gear device having two rotating elements and a control device,
The input member, the output member, and the first rotating electrical machine are drivingly connected to different rotating elements of the differential gear device without passing through other rotating elements of the differential gear device,
The second rotating electrical machine is drivingly connected to a rotating element other than the rotating element to which the first rotating electrical machine is drive-connected without passing through other rotating elements of the differential gear device,
One of the input member, the output member, and the first rotating electrical machine, and an engagement device capable of releasing the drive connection with the rotating element of the differential gear device,
It is provided to act on the input member, becomes free when the input member rotates in a direction corresponding to the forward rotation direction of the engine, and the input member tries to rotate in a direction corresponding to the reverse rotation direction of the engine. With a one-way clutch that locks when
The controller is
Drive request occurrence prediction means for predicting that an assist request is generated in a vehicle running state in which the engine is stopped and the engagement device is in a released state;
An assist preparation control means for changing the rotation speed of the first rotating electric machine in a direction in which the rotation speed of the input member becomes zero when it is predicted that an assist request is generated by the drive request generation prediction means;
Assist control means for controlling the output torque of the first rotating electrical machine so that the assist torque is transmitted to the output member by the action of the one-way clutch when an assist request is generated. A drive device for a hybrid vehicle is provided.

  According to the present invention, a hybrid vehicle capable of reducing a time difference from an assist request to an assist torque output during electric traveling while preventing loss due to rotation of the first rotating element and the first rotating electric machine during electric traveling. A drive device is obtained.

1 is a skeleton diagram showing the configuration of a drive device 1 for a hybrid vehicle according to an embodiment of the present invention. It is a schematic diagram which shows the system configuration | structure of the drive device of a hybrid vehicle. It is a velocity diagram showing the operation state of the planetary gear device in the split traveling mode. It is a speed diagram showing the operation state of the planetary gear device in the electric travel mode. It is a velocity diagram showing the operation state of the planetary gear device P in each state (electric running state, preliminary preparation control completion state, MG1 assist control state, engine start state). It is a flowchart which shows an example of the main processes performed by the control unit 41 of a present Example. It is a timing chart when a large drive torque request is predicted by the large drive torque request prediction unit 46 and then an assist request is generated. It is a timing chart when a large drive torque request is predicted by the large drive torque request prediction unit 46 and then an engine start request is generated. It is explanatory drawing of an example of the prediction logic by the large drive torque request | requirement prediction part. It is a velocity diagram which shows the 1st variation. It is a velocity diagram which shows a 2nd variation. It is a velocity diagram which shows a 3rd variation.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a skeleton diagram showing the configuration of a hybrid vehicle drive device 1 according to an embodiment of the present invention. FIG. 2 is a schematic diagram showing a system configuration of the drive device 1 of the hybrid vehicle. In FIG. 2, solid-line arrows indicate various information transmission paths, and broken lines indicate power transmission paths. The hybrid vehicle may be a plug-in hybrid vehicle that can be charged from the outside, or may be a normal hybrid vehicle.

  As shown in FIGS. 1 and 2, the hybrid vehicle drive apparatus 1 includes an input shaft I connected to an engine E, a clutch 12, a first motor / generator MG1, a second motor / generator MG2, The output gear O connected to the wheels W via the counter reduction mechanism C and the output differential gear device 18, the planetary gear device P, the first motor / generator MG1, the second motor / generator MG2, and the like are controlled. And a control unit 41. Here, the planetary gear device P is connected to the first rotating element connected to the first motor / generator MG1, the second rotating element connected to the input shaft I, the output gear O and the second motor / generator MG2. A third rotating element, and three rotating elements. Further, the input shaft I is selectively connected to the engine E via the clutch 12.

  In the illustrated example, the first motor / generator MG1 and the second motor / generator MG2 correspond to a “first rotating electrical machine” and a “second rotating electrical machine”, respectively. Further, the input shaft I and the output gear O correspond to “input member” and “output member”, respectively, and the planetary gear device P corresponds to “differential gear device”. The clutch 12 corresponds to an “engagement device”.

  Here, first, the mechanical configuration of each part of the drive device 1 of the hybrid vehicle will be described. As shown in FIG. 1, the input shaft I is connected to the engine E. Here, the engine E is an internal combustion engine driven by combustion of fuel, and may be any engine such as a gasoline engine or a diesel engine, for example. In this example, the input shaft I is connected to an engine output shaft Eo such as a crankshaft of the engine E via the clutch 12. In the illustrated example, the input shaft I is connected to the engine E via the damper 11, but the damper 11 may be omitted. In the illustrated example, since the input shaft I rotates integrally with the engine output shaft Eo of the engine E, the rotation of the input shaft I is the same as the rotation of the engine E, and the rotational driving force (torque of the input shaft I) The same applies to the rotational driving force of the engine E. The input shaft I is connected to the carrier ca of the planetary gear device P. A one-way clutch OWC is disposed between the input shaft I and the casing 70. The one-way clutch OWC becomes free when the input shaft I rotates in a direction corresponding to the forward rotation direction of the engine E, and locks when the input shaft I attempts to rotate the engine E in the reverse direction. Note that the one-way clutch OWC may be realized by a brake.

  The first motor / generator MG1 includes a first stator St1 fixed to a case (not shown) and a first rotor Ro1 rotatably supported on the radially inner side of the first stator St1. The first motor / generator MG1 is arranged coaxially with the input shaft I on the radially outer side of the input shaft I on the side opposite to the engine E with respect to the planetary gear set P. That is, in this example, the planetary gear device P and the first motor / generator MG1 are arranged coaxially in this order from the engine E side. The first rotor Ro1 of the first motor / generator MG1 is connected to rotate integrally with the sun gear s of the planetary gear set P. Further, the second motor / generator MG2 includes a second stator St2 fixed to a case (not shown), and a second rotor Ro2 rotatably supported on the radially inner side of the second stator St2. . The second rotor Ro2 of the second motor / generator MG2 is connected to rotate integrally with the second motor / generator output gear 13. As shown in FIG. 2, the first motor / generator MG1 and the second motor / generator MG2 are electrically connected to a battery 31 as a power storage device via a first inverter 32 and a second inverter 33, respectively. Each of the first motor / generator MG1 and the second motor / generator MG2 functions as a motor (electric motor) that generates power by receiving power and a generator (power generation) that generates power by receiving power. Function).

  The first motor / generator MG1 and the second motor / generator MG2 function as either a generator or a motor according to the relationship between the rotational direction and the direction of the rotational driving force, respectively. When the first motor / generator MG1 and the second motor / generator MG2 function as generators, the generated electric power is supplied to the battery 31 to be charged, or the other motor / motor MG2 functions as a motor. Power is supplied to generators MG1 and MG2. Further, when the first motor / generator MG1 and the second motor / generator MG2 function as motors, the battery 31 is charged, or the electric power generated by the other motor / generators MG1 and MG2 functioning as generators. Powered with supply. The operation of the first motor / generator MG1 is performed via the first inverter 32 in accordance with a control command from the first motor / generator control unit 43, and the operation of the second motor / generator MG2 is performed by the second motor / generator MG2. This is performed via the second inverter 33 in accordance with a control command from the control unit 44.

  In the illustrated example, the planetary gear device P is a single pinion type planetary gear mechanism arranged coaxially with the input shaft I. That is, the planetary gear device P includes a carrier ca that supports a plurality of pinion gears, and a sun gear s and a ring gear r that mesh with the pinion gears, respectively, as rotating elements. The sun gear s is connected to rotate integrally with the rotation shaft of the first rotor Ro1 of the first motor / generator MG1. The carrier ca is connected to rotate integrally with the input shaft I. The ring gear r is connected to rotate integrally with the output gear O. Thus, the planetary gear device P as a differential gear device has three rotating elements. In the illustrated example, the sun gear s, the carrier ca, and the ring gear r are respectively “first rotating element”, “ It corresponds to “second rotating element” and “third rotating element”. In this planetary gear device P, the three rotating elements are a sun gear s (first rotating element), a carrier ca (second rotating element), and a ring gear r (third rotating element) in the order of rotation speed. .

  The output gear O is disposed coaxially with the input shaft I on the downstream side of the planetary gear device P on the power transmission path. In the illustrated example, the output gear O is disposed coaxially with the input shaft I on the radially outer side of the input shaft I on the engine E side with respect to the planetary gear device P. The output gear O meshes with a first gear 14 of a counter reduction mechanism C, which will be described later, and the rotational driving force transmitted to the output gear O is transmitted to the counter reduction mechanism C, the output differential gear device 18 and the output shaft 19. It is possible to transmit to the wheel W via. The first gear 14 is also engaged with the second motor / generator output gear 13, whereby the rotational driving force of the second motor / generator MG 2 is also controlled by the counter reduction mechanism C, the output differential gear device 18, and the output. Transmission to the wheel W via the shaft 19 is possible. In the illustrated example, the output gear O, the planetary gear device P, and the first motor / generator MG1 are arranged coaxially with the input shaft I, and the second motor / generator MG2, the counter reduction mechanism C, and the output The differential gear devices 18 are arranged in parallel to each other on an axis different from the input shaft I. That is, in the hybrid vehicle drive device 1, the input shaft I, the output gear O, the planetary gear device P, the first shaft on which the first motor / generator MG1 is disposed, and the second motor / generator MG2 are disposed. The four-shaft configuration includes two shafts, a third shaft on which the counter reduction mechanism C is disposed, and a fourth shaft on which the output differential gear unit 18 is disposed.

  The counter reduction mechanism C includes a first gear 14 that meshes with the output gear O, a second gear 16 that meshes with the differential input gear 17, and a counter shaft 15 that connects the first gear 14 and the second gear 16. ing. Here, the second gear 16 is set to have a smaller diameter and a smaller number of teeth than the first gear 14. Thereby, the rotation of the first gear 14 is decelerated on the number of teeth and transmitted to the second gear 16. The first gear 14 is engaged with the second motor / generator output gear 13. That is, the first gear 14 is configured to mesh with the output gear O and the second motor / generator output gear 13 in common. Therefore, the rotational driving force of the output gear O and the rotational driving force of the second motor / generator output gear 13 are transmitted to the first gear 14 and also via the counter shaft 15, the second gear 16 and the differential input gear 17. To the output differential gear unit 18.

  The output differential gear unit 18 distributes the rotational driving force transmitted to the differential input gear 17 and transmits the distributed rotational driving force to the two wheels W via the output shaft 19. As described above, the engine E, the first motor / generator MG1, and the second motor / generator MG2 are connected to the counter reduction mechanism C (second gear 16). Therefore, the drive device 1 of the hybrid vehicle uses the rotational drive force generated by the engine E, the first motor / generator MG1 and the second motor / generator MG2 and transmitted to the differential input gear 17 as an output differential gear device. The vehicle can be caused to travel by being transmitted to the two left and right wheels W via 18 and the output shaft 19.

  As described above, the first motor / generator MG1 is disposed coaxially with the input shaft I on the radially outer side of the input shaft I on the side opposite to the engine E with respect to the planetary gear unit P. The input shaft I extends radially inward of the planetary gear device P and the first motor / generator MG1 and extends to the opposite side of the engine E from the first motor / generator MG1 and the planetary gear device P. The input shaft I is connected to the extended portion with an oil pump 21 for discharging oil. However, the oil pump 21 is not limited to the extended portion of the input shaft I, and may be connected to the input shaft I in any manner. The oil pump 21 may be an inscribed gear pump having, for example, an inner rotor and an outer rotor. The oil discharged by the oil pump 21 supplies oil pressure for controlling engagement and disengagement of the clutch 12, lubricates the planetary gear unit P, the output gear O, the counter speed reduction mechanism C, etc. The motor / generator MG1 and the second motor / generator MG2 may be used for cooling purposes. An accumulator capable of accumulating the hydraulic pressure generated by the oil pump 21 may be connected to the oil pump 21.

  The clutch 12 may be any type of clutch that operates by hydraulic pressure or the like. For example, the clutch 12 is a wet multi-plate clutch that operates by hydraulic pressure. Switching between the engaged state and the released state of the clutch 12 may be realized by controlling the supply of hydraulic pressure from the oil pump 21 to the clutch 12, or the hydraulic pressure from another oil pump (for example, an electric oil pump). May be used.

  Next, a basic operation of the hybrid vehicle drive device 1 will be described. The hybrid vehicle drive device 1 includes an electric travel mode and a split travel mode that can be switched. 3 and 4 are velocity diagrams showing the operating state of the planetary gear device P in each mode. In these velocity diagrams, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotation speed is zero, the upper side is positive rotation (rotation speed is positive), and the lower side is negative rotation (rotation speed is negative). is there. In the following description, the magnitude relationship and the increase / decrease are not the magnitude but the positive / negative are taken into account, especially for the rotation speed of the first motor / generator MG1. For example, when the rotation speed of the first motor / generator MG1 is “increase”, it means that the rotation speed changes in the positive direction, and when the rotation speed of the first motor / generator MG1 is “decrease”, it is negative. It means that the rotation speed changes in the direction.

  The interval between the vertical lines corresponding to each rotating element corresponds to the gear ratio λ of the planetary gear unit P (the gear ratio of the sun gear to the ring gear = [the number of teeth of the sun gear] / [the number of teeth of the ring gear]). Yes. Each of the plurality of vertical lines arranged in parallel corresponds to each rotating element of the planetary gear device P. That is, “s”, “ca”, and “r” written on the upper side of each vertical line correspond to the sun gear s, the carrier ca, and the ring gear r of the planetary gear device P, respectively.

  On the other hand, “E”, “I”, “MG1”, “MG2”, and “O” described below each vertical line are engine E connected to each rotating element of the planetary gear unit P, respectively. , Input shaft I, first motor / generator MG1, second motor / generator MG2, and output gear O. However, for the second motor / generator MG2 and the output gear O, the output gear O rotates at a predetermined speed ratio with respect to the second motor / generator MG2. For this reason, “MG2” is enclosed in parentheses and shown below the vertical line. An arrow arranged adjacent to a point indicating the rotation speed of each rotating element indicates a direction of torque acting on each rotating element during traveling in each mode, and an upward arrow indicates a positive torque (in the positive direction). Torque), and a downward arrow represents negative torque (torque in the negative direction). “TE” is the engine torque TE transmitted from the engine E to the carrier ca, “T1” is the MG1 torque T1 transmitted from the first motor / generator MG1 to the sun gear s, and “T2” is the second motor / generator MG2. MG2 torque T2 and “TO” transmitted from the ring gear r to the ring gear r indicate the running torque TO transmitted from the output gear O (wheel W) side to the ring gear r. Hereinafter, the operation state of the drive device 1 of the hybrid vehicle will be described for each mode.

  In the split travel mode, the control unit 41 controls the clutch drive signal to be ON and the clutch 12 to be engaged. Thereby, the rotational driving force of the engine E is input to the planetary gear device P via the engine output shaft Eo and the input shaft I. In the split travel mode, the rotational driving force of the engine E is distributed and transmitted to the first motor / generator MG1 and the output gear O. That is, in the split travel mode, the planetary gear device P functions to distribute the rotational driving force of the engine E to the first motor / generator MG1 and the output gear O. FIG. 3 is a velocity diagram showing the operating state of the planetary gear device P in the split travel mode. As shown in this figure, in the planetary gear device P, the carrier ca which is intermediate in the order of the rotation speed rotates integrally with the engine E. The rotation of the carrier ca is distributed to the sun gear s whose rotation is one end in the order of the rotation speed and the ring gear r which is the other end in the order of the rotation speed. The rotation distributed to the sun gear s is transmitted to the first motor / generator MG1. The rotational driving force distributed to the ring gear r is transmitted to the wheels W through the output gear O, the counter speed reduction mechanism C, the output differential gear device 18 and the output shaft 19.

  During normal running of the vehicle in the split running mode, as shown in FIG. 3, the engine E is controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally in line with optimum fuel consumption characteristics). The engine torque TE in the positive direction corresponding to the control command from 41 is output, and this engine torque TE is transmitted to the carrier ca via the input shaft I. On the other hand, the first motor / generator MG1 transmits a reaction force of the engine torque TE to the sun gear s by outputting a negative MG1 torque T1. That is, the first motor / generator MG1 functions as a reaction force receiver that supports the reaction force of the engine torque TE, whereby the engine torque TE is distributed to the ring gear r on the output gear O side. At this time, the rotation speed of the first motor / generator MG1 is controlled so that the rotation speed of the engine E becomes a predetermined target value. As a result, the rotation speed of the ring gear r, that is, the rotation speed of the output gear O changes. . Therefore, by controlling the rotational speed of the first motor / generator MG1, an electric continuously variable transmission in which the rotational driving force of the engine E is steplessly changed and transmitted to the output gear O is realized.

  During normal travel of the vehicle in the split travel mode, the first motor / generator MG1 generates power by generating torque in the negative direction while rotating forward. Then, the second motor / generator MG2 consumes the electric power obtained by the first motor / generator MG1 and runs, and outputs the positive MG2 torque T2 to be transmitted to the output gear O. To assist. Further, when the vehicle is decelerated, the second motor / generator MG2 generates torque in the negative direction while rotating positively to perform regenerative braking to generate electric power.

  In the electric travel mode, the control unit 41 controls the clutch drive signal to be OFF and the clutch 12 to be in the released state. Thereby, the engine E and the input shaft I are separated. In the electric travel mode, only the rotational driving force of the second motor / generator MG2 is transmitted to the wheels W as a driving force source of the vehicle. That is, the electric travel mode is basically a mode in which the power of the battery 31 is consumed and the vehicle is traveled only by the rotational driving force of the second motor / generator MG2. In this electric travel mode, the second motor / generator MG2 outputs an appropriate rotational speed and MG2 torque T2 according to the vehicle required torque TC (see FIG. 2) determined based on the vehicle speed, the throttle opening, and the like. Controlled. That is, the second motor / generator MG2 resists the running torque TO corresponding to the running resistance acting on the output gear O in the negative direction when the driving force in the direction of accelerating or cruising the vehicle is required. In order to accelerate the vehicle, the vehicle is powered while rotating in the positive direction and outputs the MG2 torque T2 in the positive direction. On the other hand, the second motor / generator MG2 resists the running torque TO corresponding to the inertial force of the vehicle acting on the output gear O in the positive direction when the driving force in the direction of decelerating the vehicle is required. In order to decelerate the vehicle, regeneration (power generation) is performed while rotating in the positive direction, and MG2 torque T2 in the negative direction is output. This electric travel mode is also used when the vehicle is moved backward, and in this case, the rotation direction of the second motor / generator MG2 and the direction of the MG2 torque T2 are opposite to the above.

  In the electric travel mode, as described above, the clutch 12 is disengaged, and thereby, the engine E and the carrier ca and the input shaft I of the planetary gear device P are disconnected. Therefore, in FIG. 4, “E” corresponding to the engine E is not described below the vertical line indicating the carrier ca, and only “I” corresponding to the input shaft I is described. The carrier ca has a rotational speed determined based on the rotational speed of the ring gear r determined in proportion to the vehicle speed and the rotational speed of the sun gear s (near zero rotation) equal to the rotational speed of the first motor / generator MG1. Will rotate. That is, as indicated by a thin solid line Q0 in FIG. 4, the sun gear s and the first motor / generator MG1 do not rotate, and the carrier ca rotates according to the rotation of the ring gear r.

  A thick broken line Q1 in FIG. 4 shows a diagram for the comparative example in which the clutch 12 is engaged in the electric travel mode. That is, a thick broken line Q1 in FIG. 4 shows a diagram according to a comparative example in which the clutch 12 is not present. In such a comparative example, in the electric travel mode, the input shaft I and the carrier ca do not rotate, and the sun gear s and the first motor / generator MG1 rotate. This is because when the engine output shaft Eo of the engine E is connected to the input shaft I, the torque required to rotate the input shaft I and the carrier ca rotates the sun gear s and the first motor generator MG1. This is because the torque is significantly larger than the torque required for the operation. In this comparative example, the sun gear s and the first motor / generator MG1 (first rotor Ro1), which have a significantly larger loss during rotation than the input shaft I and the carrier ca, rotate in the electric travel mode. There is a drawback that (electricity costs) deteriorates. In contrast, in the present embodiment, as described above, the clutch 12 is disengaged in the electric travel mode, so that the input shaft has a significantly smaller loss during rotation than the sun gear s and the first motor / generator MG1. Since I and the carrier ca rotate, the fuel efficiency (electricity cost) is improved by that amount compared to the comparative example.

  In the electric travel mode, the clutch drive signal is turned off by the control unit 41, the clutch 12 is released, and the engine E is stopped. During traveling in the electric travel mode (when the engine E is stopped), the clutch 12 is switched from the disengaged state to the engaged state, and the engine E is started by the rotational driving force of the first motor / generator MG1, whereby the electric travel is performed. The mode is switched to the split travel mode.

  On the other hand, in the split travel mode, the clutch drive signal is turned ON by the control unit 41 and the clutch 12 is engaged, and the engine E, the engine output shaft Eo, and the input shaft I are integrally rotated. When traveling in the split travel mode, the clutch 12 is switched from the engaged state to the disengaged state, and the vehicle required torque TC required for the travel of the vehicle is output to the second motor / generator MG2. Switching to the electric travel mode is performed.

  Next, an electrical system configuration of the hybrid vehicle drive device 1 will be described. As shown in FIG. 2, in this hybrid vehicle drive device 1, a first inverter 32 for driving and controlling the first motor / generator MG1 is electrically connected to the coil of the first stator St1 of the first motor / generator MG1. It is connected to the. A second inverter 33 for driving and controlling the second motor / generator MG2 is electrically connected to the coil of the second stator St2 of the second motor / generator MG2. The first inverter 32 and the second inverter 33 are electrically connected to each other and electrically connected to a battery 31 as a power storage device. The first inverter 32 converts the DC power supplied from the battery 31 or the DC power generated by the second motor / generator MG2 and converted to DC by the second inverter 33 into AC power. To the first motor / generator MG1. Further, the first inverter 32 converts the electric power generated by the first motor / generator MG <b> 1 from alternating current to direct current and supplies it to the battery 31 or the second inverter 33. Similarly, the second inverter 33 converts DC power supplied from the battery 31 or DC power generated by the first motor / generator MG1 and converted to DC by the first inverter 32 to AC power. Then, it is supplied to the second motor / generator MG2. The second inverter 33 converts the electric power generated by the second motor / generator MG <b> 2 from alternating current to direct current and supplies it to the battery 31 or the first inverter 32.

  The first inverter 32 controls the current value supplied to the first motor / generator MG <b> 1, the frequency and phase of the AC waveform, etc. according to the control signal from the first motor / generator control unit 43 of the control unit 41. The second inverter 33 controls the current value supplied to the second motor / generator MG <b> 2, the frequency and phase of the AC waveform, etc. according to the control signal from the second motor / generator control unit 44 of the control unit 41. Accordingly, the first inverter 32 and the second inverter 33 drive-control the first motor / generator MG1 and the second motor / generator MG2 so that the output torque and the rotation speed according to the control signal from the control unit 41 are obtained. To do.

  The battery 31 is electrically connected to the first inverter 32 and the second inverter 33. The battery 31 is composed of, for example, a nickel hydride secondary battery or a lithium ion secondary battery. The battery 31 supplies direct-current power to the first inverter 32 and the second inverter 33 and is generated by the first motor / generator MG1 or the second motor / generator MG2. It is charged by the direct current power supplied through it. Note that the battery 31 is an example of a power storage device, and another power storage device such as a capacitor may be used, or a plurality of types of power storage devices may be used in combination.

  The control unit 41 controls the operation of each part of the drive device 1 of the hybrid vehicle. In this embodiment, as shown in FIG. 2, the control unit 41 mainly includes an engine control unit 42, a first motor / generator control unit 43, a second motor / generator control unit 44, an assist request generation unit 45, The large drive torque request prediction unit 46, the clutch control unit 47, and the engine start control unit 48 are provided. The control unit 41 is configured to include one or more arithmetic processing devices and storage media such as a RAM and a ROM for storing software (programs) and data. Each functional unit of the control unit 41 is configured such that a functional unit for performing various processes on input data is implemented by hardware and / or software using the arithmetic processing unit as a core member. Yes. The control unit 41 may be embodied as, for example, an EFI / ECU that controls the engine E in the in-vehicle state. Moreover, each part 42,43,44,45,46,47,48 of the control unit 41 may be implement | achieved by independent ECU, and may be implement | achieved in cooperation with several ECU (navigation ECU etc.). Good.

  The control unit 41 may receive vehicle request torque TC, vehicle information IC, operation information SC, external environment information EC, and driving mode information from various in-vehicle electronic devices (including various ECUs, sensors, etc.).

  The vehicle request torque TC is a torque required to be transmitted to the wheels W in order to appropriately drive the vehicle in accordance with the driver's operation. The vehicle required torque TC is typically determined according to a predetermined map according to the throttle opening and the vehicle speed. In the illustrated example, the vehicle required torque TC is determined as the torque to be transmitted to the output gear O as the output member of the drive device 1 of the hybrid vehicle. The vehicle request torque TC may be calculated and determined by the control unit 41.

  The vehicle information IC is various information indicating the state of the vehicle, and may be, for example, acceleration in three axis directions, yaw rate, vehicle speed, vehicle inclination (pitching), vehicle position, and the like. The acceleration and yaw rate are, for example, an acceleration sensor that outputs a signal corresponding to the acceleration in the vehicle longitudinal direction or the vehicle width direction that occurs in the mounted vehicle, and a yaw rate sensor that outputs a signal corresponding to the angular velocity generated around the center of gravity axis of the vehicle. May be detected by a tuning fork vibration type sensor. The vehicle speed may be detected by a vehicle speed sensor. Further, the degree of vehicle inclination (pitching) may be detected by an inclination sensor or an acceleration sensor that detects inclination in the pitching direction. The vehicle position may be calculated by a GPS receiver. The positioning method of the vehicle position by the GPS receiver may be any method including single positioning, interference positioning, and inertial positioning. Further, the vehicle position calculated by the GPS receiver may be corrected by map matching based on the map data of the in-vehicle navigation device.

  The operation information SC may be, for example, the amount of operation of the accelerator pedal, the operation speed of the accelerator pedal, the throttle opening, the change speed of the throttle opening, the operating state of the turning lamp (blinker), and the like. The operation amount of the accelerator pedal may be detected by various sensors (for example, a potentiometer). The operation speed of the accelerator pedal may be calculated as a time differential value of the operation amount of the accelerator pedal. The throttle opening may be detected by a throttle opening sensor. The change rate of the throttle opening may be calculated as a time differential value of the throttle opening. Here, it is assumed that the throttle opening and the operation amount of the accelerator pedal have an equivalent relationship on the assumption that the throttle opening is determined according to the operation amount of the accelerator pedal. The operating state of the turning lamp may be detected based on an on / off state of a switch (a type of in-vehicle sensor) that is turned on / off according to the operation of the blinker lever.

  The external environment information EC is information representing the environment around the vehicle, and includes, for example, information representing the traffic congestion ahead of the vehicle, road gradient, number of lanes, road type (highway, etc.), ETC (Electronic Toll Collection), etc. It may be information indicating the location of the toll booth, the junction on the expressway, the lane type (uphill lane, overtaking lane), and the like. Information representing the traffic situation in front of the vehicle may be acquired by communication from a roadside infrastructure (for example, a radio beacon or an optical beacon), such as VICS (Vehicle Information and Communication System) (registered trademark) information, or It may be acquired via inter-vehicle communication with another vehicle (a type of infrastructure). In addition, the road gradient, number of lanes, road type (highway, etc.), toll gate location, highway junction, lane type (uphill lane, overtaking lane), etc. are based on the map data of the in-vehicle navigation system. It may be detected, or may be detected by an image sensor (vehicle camera and image recognition device). In addition, the distance from the preceding vehicle (an example of information indicating a traffic jam situation ahead of the vehicle) may be detected based on a radar sensor (such as a millimeter wave radar) or an image sensor.

  The driving mode information DC is information representing the current driving mode of the vehicle. The operation mode may include a normal operation mode and an eco operation mode with better fuel efficiency than the normal operation mode under the same conditions. The eco-driving mode may be selected by the user by providing, for example, an eco-switch in the vehicle interior. Alternatively, the eco operation mode may be realized according to the position of the shift lever (for example, B range). Alternatively, the normal operation mode and the eco operation mode may be automatically switched based on the state (SOC) of the battery 31 or the like.

  The engine control unit 42 performs a process of determining an engine operating point and controlling the engine E to operate at the engine operating point. Here, the engine operating point is a control command value representing a control target point of the engine E, and is determined by the rotational speed and torque. More specifically, the engine operating point is a command value representing a control target point of the engine E determined in consideration of the vehicle required torque TC, the engine rotational speed, and the optimum fuel consumption, and the engine rotational speed command value and the engine Determined by the torque command value. Then, the engine control unit 42 controls the engine E so as to operate at a torque and a rotational speed indicated by the engine operating point.

  The first motor / generator control unit 43 determines a first motor / generator operating point and controls the first motor / generator MG1 to operate at the first motor / generator operating point. Here, the first motor / generator operating point is a control command value that represents the control target point of the first motor / generator MG1, and is determined by the rotational speed and torque. More specifically, in the split travel mode, the MG1 operating point includes the engine operating point determined as described above and a rotating member (here, a rotating member connected to the wheel W side from the planetary gear unit P for power distribution). , A command value representing a control target point of the first motor / generator MG1 determined based on the rotation speed of the ring gear r), and is determined by the MG1 rotation speed command value and the MG1 torque command value. The rotational speed of the ring gear r is obtained based on the rotational speed of the output shaft 19 detected by the vehicle speed sensor or the rotational speed of the second motor / generator MG2. Then, the first motor / generator control unit 43 controls the first inverter 32 to operate the first motor / generator MG1 at the torque and the rotational speed indicated by the determined first motor / generator operating point.

  The first motor / generator control unit 43 reduces the rotation speed of the first motor / generator MG1 to a predetermined rotation speed Nt or less when an assist request is predicted to be generated by a large drive torque request prediction unit 46 described later. Thus, the first motor / generator MG1 (first inverter 32) is controlled. That is, the first motor / generator control unit 43 generates the MG1 rotation speed command value so that the rotation speed of the first motor / generator MG1 is equal to or lower than the predetermined rotation speed Nt. Hereinafter, this control is referred to as “preparation control”. The predetermined rotational speed Nt corresponds to the rotational speed of the first motor / generator MG1 such that the rotational speed of the input shaft I (carrier ca) is zero. The first motor / generator control unit 43 sets the MG1 torque T1 generated by the first motor / generator MG1 to substantially zero when the rotation speed of the first motor / generator MG1 becomes equal to or lower than the predetermined rotation speed Nt. The rotation speed of the motor / generator MG1 may be maintained at a predetermined rotation speed Nt or less. The preliminary preparation control may be realized by performing feedback control so that the rotation speed of the input shaft I becomes zero.

  Further, the first motor / generator control unit 43 outputs the MG1 torque T1 in the negative direction by powering the first motor / generator MG1 while rotating in the negative direction when an assist request is generated in the electric travel mode. The first motor / generator MG1 (first inverter 32) is controlled. Hereinafter, this control is referred to as “MG1 assist control”. Here, the rotation of the input shaft I in the negative direction is regulated by the one-way clutch OWC. Accordingly, the negative MG1 torque T1 output by the first motor / generator MG1 is transmitted to the output gear O as a positive torque (ie, assist torque), and the MG2 torque T2 is assisted.

  The second motor / generator control unit 44 determines a second motor / generator operating point and controls the second motor / generator MG2 to operate at the second motor / generator operating point. Here, the second motor / generator operating point is a control command value representing a control target point of the second motor / generator MG2, and is determined by the rotational speed and torque. More specifically, the second motor / generator operating point is a control representing a control target point of the second motor / generator MG2 determined based on the vehicle required torque TC, the engine operating point, and the first motor / generator operating point. It is a command value and is determined by the MG2 rotation speed command value and the MG2 torque command value. Then, the second motor / generator control unit 44 controls the second inverter 33 to operate the second motor / generator MG2 at the torque and the rotational speed indicated by the determined second motor / generator operating point. Since the MG2 rotational speed command value is automatically determined in proportion to the vehicle speed, the second motor / generator MG2 is basically torque-controlled according to the MG2 torque command value at the second motor / generator operating point. .

  The assist request generation unit 45 generates an assist request when an assist request generation condition is satisfied in the electric travel mode. The assist request generation condition is arbitrary, but is typically satisfied when the vehicle request torque TC exceeds the maximum torque that can be output by the second motor / generator MG2 at that time.

  The large drive torque request prediction unit 46 generates a request for a large drive torque (driving force) so that at least an assist request is generated by the assist request generation unit 45 in the electric travel mode in the future (that is, after the current time). Predict that (in advance). Specifically, the large drive torque request prediction unit 46 generates a future request for a large drive torque such that an assist request is generated or an engine start request is generated based on a predetermined prediction logic. Detect in advance. Hereinafter, a request for a large driving torque at which an assist request is generated or an engine start request is generated is simply referred to as a “large driving torque request”. In general, the required drive torque when the engine start request is generated is larger than the required drive torque when the assist request is generated. The predetermined prediction logic for predicting the occurrence of the large driving torque request is various and may be arbitrary. For example, the large drive torque request prediction unit 46 determines the difference between the current vehicle request torque TC and the maximum torque that can be output by the second motor generator MG2 at the current vehicle speed, the current acceleration, the current throttle opening ( Predicting whether or not the vehicle speed and the vehicle required torque TC at which an assist request or an engine start request is generated will be generated within a predetermined time ΔT from the current time based on the accelerator pedal operation amount) Judgment. Some preferred examples of the prediction logic will be described later.

  The clutch control unit 47 controls switching between the released state and the engaged state of the clutch 12. For example, the clutch control unit 47 switches the clutch 12 from the released state to the engaged state when an engine start request is generated in the electric travel mode.

  In response to the engine start request, the engine start control unit 48 starts the engine E by the rotational driving force of the first motor / generator MG1. For example, when the engine start request is generated, the engine start control unit 48 causes the clutch control unit 47 to switch the clutch 12 from the released state to the engaged state, and then uses the rotational driving force of the first motor / generator MG1 to drive the engine E. Start.

  By the way, in the present embodiment, as described above, by disengaging the clutch 12 in the electric travel mode, the sun gear s and the first motor / generator MG1 (first rotor Ro1) are not rotated, and in the electric travel mode. To improve fuel economy (electricity). However, in this configuration, on the other hand, since the input shaft I is rotating in the electric travel mode, if the MG1 assist control is performed immediately after the assist request is generated in the electric travel mode, a load is applied to the one-way clutch OWC, There is a possibility that the life of the one-way clutch OWC may be reduced and a shock may occur. On the other hand, when the rotation speed of the first rotating electrical machine is adjusted so that no load is applied to the one-way clutch OWC and MG1 assist control is performed later, the generated driving torque is increased by the time for adjusting the rotation speed of the first rotating electrical machine. There is a possibility that a time lag (response delay) may occur and the driver may feel uncomfortable.

  This problem is the same when an engine start request is generated in the electric travel mode. When an engine start request is generated in the electric travel mode, it is necessary to start the engine E and generate the engine torque TE (see FIG. 3) after switching the clutch 12 from the released state to the engaged state. At this time, after the engine start request is actually generated, the rotation speed of the first rotating electrical machine is adjusted so that the clutch 12 is not loaded, and then the clutch 12 is switched from the released state to the engaged state. In the configuration in which the engine torque TE is generated by starting E, a time lag (a response delay with respect to the vehicle request torque TC) occurs in the generated drive torque when switching from the electric travel mode to the split travel mode, and the driver feels uncomfortable. There is a fear.

  On the other hand, according to the present embodiment, as described above, when it is predicted that a large drive torque request is generated based on the prediction result by the large drive torque request prediction unit 46 in the electric travel mode, Control (preliminary preparation control) for reducing the rotation speed of the first motor / generator MG1 is executed. Therefore, it is possible to reduce the rotational speed of the input shaft I in advance before an assist request or an engine start request is actually generated. As a result, when an assist request is actually generated thereafter, the first motor / generator control unit 43 can promptly start MG1 assist control. As a result, when performing the MG1 assist control, it is possible to effectively prevent a time lag from occurring in the generated driving torque. That is, the time difference from the time when the assist request is generated to the time when the assist torque is output can be reduced. Alternatively, when an engine start request is actually generated thereafter, the clutch 12 can be immediately switched to the engaged state, whereby the engine start control unit 48 promptly rotates the first motor / generator MG1. The engine E can be generated by the driving force to generate the engine torque TE. As a result, when switching from the electric travel mode to the split travel mode, it is possible to effectively prevent a time lag from occurring in the generated drive torque.

  FIG. 5 is a velocity diagram showing the operation state of the planetary gear device P in each state (electric travel mode state, preliminary preparation control completion state, MG1 assist control state, engine start state).

  In the electric travel mode state, as indicated by the solid line in FIG. 5A, as described above, the clutch 12 is in the disengaged state, the sun gear s and the first motor / generator MG1 do not rotate, and the second motor / generator. The MG2 rotates in the positive direction and the MG2 torque T2 in the positive direction is output. Further, since the clutch 12 is released, the input shaft I is rotated. If further operation of an auxiliary machine such as the oil pump 21 is required, for example, the first motor / generator MG1 rotates in the forward direction as shown by the broken line in FIG. The MG1 torque T1 in the positive direction is output.

  In the advance preparation control, as indicated by an arrow Y in FIG. 5B, the rotational speeds of the sun gear s and the first motor / generator MG1 are reduced from the state shown in FIG. Note that the preliminary preparation control is executed with the clutch 12 released as described above. The state shown in FIG. 5B is a state in which the preliminary preparation control is completed, and the rotation speed of the first motor / generator MG1 corresponds to a predetermined value corresponding to the rotation speed of the input shaft I (carrier ca) becoming zero. The rotational speed is reduced to Nt. The speed of reduction of the rotational speed of the first motor / generator MG1 to the predetermined rotational speed Nt may be arbitrary, but may be varied according to the time from the current time to the predicted generation time of the large drive torque request. . In a state where the rotation speed of the first motor / generator MG1 is equal to or lower than the predetermined rotation speed Nt, the torque of the first motor / generator MG1 may be maintained at substantially zero as shown in FIG. Note that “substantially zero” means that the first motor / generator MG1 slightly generates a positive torque so that the rotation speed of the first motor / generator MG1 is maintained at a predetermined rotation speed Nt or less. Alternatively, it means that the first motor / generator MG1 may generate a slight negative torque. When the rotation speed of the first motor / generator MG1 fluctuates up and down while the rotation speed of the first motor / generator MG1 is equal to or lower than the predetermined rotation speed Nt, the one-way clutch OWC is between the locked state and the free state. When the torque of the first motor / generator MG1 is slightly generated, the locked state in which the one-way clutch OWC is engaged with the input shaft I is maintained, and such fluctuation is prevented. However, the generation of the negative torque of the first motor / generator MG1 increases the torque of the output gear O. Therefore, the negative torque for maintaining the locked state is caused by the increase of the torque of the output gear O. It is desirable that the value is small so as not to cause a sense of discomfort. Therefore, the torque in the negative direction for maintaining this locked state is significantly smaller than the torque generated during the MG1 assist control.

  In the MG1 assist control state, as shown in FIG. 5C, the first motor / generator MG1 is powered while rotating in the negative direction, and outputs the MG1 torque T1 in the negative direction. At this time, since the rotation of the input shaft I in the negative direction is restricted by the one-way clutch OWC, the rotation speed of the input shaft I is maintained at zero. Thereby, the MG1 torque T1 is transmitted to the output gear O, and the MG2 torque T2 is assisted. In the MG1 assist control state, the clutch 12 may be in a disengaged state or an engaged state.

  The MG1 assist control is executed after passing through the state in which the preliminary preparation control shown in FIG. 5B is completed from the electric travel mode state shown in FIG. Thereby, it is possible to shift to the MG1 assist control state without applying a large load to the one-way clutch OWC.

  The engine start control is started when the clutch 12 is switched from the released state to the engaged state. When the engine start control is started, as shown in FIG. 5D, the rotational speed of the first motor / generator MG1 is increased in the positive direction. As a result, the carrier ca rotates and cranking of the engine E occurs, and the start of the engine E is assisted. Note that the engine start control is executed after the state in which the preliminary preparation control shown in FIG. 5B is completed from the electric travel mode state shown in FIG.

  FIG. 6 is a flowchart showing an example of main processing executed by the control unit 41 of this embodiment. The processing routine shown in FIG. 6 may be executed at predetermined intervals during vehicle travel in the electric travel mode. In the electric travel mode, the clutch 12 is released as described above.

  In step 600, the large drive torque request prediction unit 46 determines whether or not a large drive torque request is predicted to occur. The large drive torque request prediction unit 46 may determine whether or not it is predicted that a large drive torque request will occur within a predetermined time ΔT from the present time. In this case, the predetermined time ΔT may correspond to the time required for the above-described advance preparation control. If it is predicted that a large drive torque request will occur, the process proceeds to step 602. If it is not predicted that a drive torque request will occur, the process proceeds to step 604.

  In step 602, the first motor / generator control unit 43 executes advance preparation control in response to the prediction result by the large drive torque request prediction unit 46. For example, the advance preparation control is started by reducing the rotation speed of the first motor / generator MG1 toward the predetermined rotation speed Nt so that the rotation speed of the input shaft I (carrier ca) becomes zero. When the rotation speed of the first motor / generator MG1 is close to the predetermined rotation speed Nt, this state is maintained.

  In step 604, the first motor / generator control unit 43 determines whether or not pre-preparation control is being executed. If pre-preparation control is being executed, the process proceeds to step 606, and otherwise, the process proceeds to step 608. Note that the reason for proceeding to step 608 is that it is assumed that a large drive torque request may occur, contrary to the prediction result by the large drive torque request prediction unit 46.

  In step 606, the first motor / generator control unit 43 ends the preliminary preparation control. Along with this, the rotation speed of the first motor / generator MG1 is returned to the original rotation speed (for example, the rotation speed before the advance preparation control is executed). For example, this process is performed when a large drive torque request is predicted to occur, but after that, no assist request or engine start request is generated and no large drive torque request is predicted (i.e., This corresponds to a case where there is an error in the initial prediction of the large drive torque request prediction unit 46).

  In step 608, the assist request generator 45 determines whether a large drive torque request has occurred. If a large drive torque request has occurred, the process proceeds to step 610. If the large drive torque request has not occurred, the process returns to step 600. In this case, if the positive determination is maintained again in step 600 in the next processing cycle, the advance preparation control in step 602 is continued. In this way, once it is predicted that a large drive torque request will occur, then until the large drive torque request is generated (until an affirmative determination in step 608) or until the predicted state is canceled (step 608). Until the negative determination of 600), the preliminary preparation control in step 602 is continued. Note that once it is predicted that a large drive torque request will occur, the timer starts timing, and if the large drive torque request does not occur within a certain time, the process may proceed to step 604. .

  In step 610, the assist request generation unit 45 determines whether or not the engine needs to be started based on the current large drive torque request. That is, the assist request generator 45 generates an engine start request or an assist request based on the current large drive torque request. For example, the assist request generation unit 45 determines that the engine needs to be started when a request value (vehicle request torque TC) related to the large drive torque request exceeds a predetermined threshold, generates an engine start request, If the request value related to the large drive torque request does not exceed the predetermined threshold, it is determined that the engine start is unnecessary and an assist request is generated.

  In step 612, the first motor / generator control unit 43 executes MG1 assist control. At this time, the first motor / generator control unit 43 can start the MG1 assist control immediately when the assist request is generated, when the advance preparation control is completed. Thus, when an assist request is generated during the electric travel mode, MG1 assist control can be started immediately, and a time lag can be effectively prevented from occurring in the generated drive torque. When the assist request is generated, if the pre-preparation control has already been executed but has not yet been completed, the pre-preparation control may be continuously executed and completed before the MG1 assist control is started. Also in this case, the MG1 assist control can be started earlier than in the case where the assist request is generated in a state where the preliminary preparation control is not performed. When an assist request is generated in a state where the preliminary preparation control is not performed (that is, when the large drive torque request prediction unit 46 cannot predict), the preliminary preparation control is started from that point and the preliminary preparation control is performed. The MG1 assist control may be started after completion. Whether or not the preliminary preparation control has been completed may be determined, for example, based on whether or not the rotational speed of the input shaft I has become substantially zero (for example, whether or not it is 30 rpm or less).

  The MG1 assist control is continuously executed while the large drive torque request is generated. When the request value related to the large drive torque request exceeds the predetermined threshold during the execution of the MG1 assist control, the process may proceed to step 614. When the generation of the large drive torque request is finished, the MG1 assist control is finished, and the processing routine of FIG. 6 is finished. Accordingly, the operation state shown in FIG. Thereafter, the processing routine of FIG.

  In step 614, the clutch control unit 47 switches the clutch 12 from the released state to the engaged state. At this time, when the preliminary preparation control is completed, the clutch control unit 47 can immediately switch the clutch 12 from the released state to the engaged state when the engine start request is generated. As a result, when an engine start request is generated during the electric travel mode, the clutch 12 is immediately switched to the engaged state, and the engine start control in the next step 615 is started, so that a time lag occurs in the generated drive torque. It can be effectively prevented. When the engine start request is generated, if the pre-preparation control has already been executed but has not yet been completed, the pre-preparation control is continuously executed and completed before the clutch 12 is engaged from the released state. What is necessary is just to switch to a state. Also in this case, the switching to the engaged state of the clutch 12 (and the engine start control) can be started earlier compared to the case where the engine start request is generated in the state where the advance preparation control is not performed. When an engine start request is generated in a state where the pre-preparation control is not performed (that is, when the large drive torque request prediction unit 46 cannot predict), the pre-preparation control is started from that point and the pre-preparation control is started. After completing the above, switching to the engaged state of the clutch 12 may be started. In this way, the clutch 12 is switched from the disengaged state to the engaged state by controlling the rotational speed of the first motor / generator MG1 so that the rotational speed of the input shaft I becomes substantially zero. The durability of the clutch 12 can be improved by suppressing heat generation and wear of the friction plate of the clutch 12 while suppressing a shock at the time of combining.

  In step 616, the engine start control unit 48 performs engine start control. Specifically, the engine start control unit 48 increases the rotation speed of the first motor / generator MG 1 via the first motor / generator control unit 43. As the rotational speed of the first motor / generator MG1 increases, the rotational speed of the engine E gradually increases via the planetary gear unit P. Then, when the rotational speed of the engine E reaches a predetermined rotational speed We, the engine start control unit 48 switches the fuel injection signal from the OFF state to the ON state and ignites to start the engine E.

  Note that the execution of engine start control in step 616 means that the travel mode is switched to the split travel mode. Therefore, at this stage, the processing routine of FIG. 6 ends. Then, after that, when the traveling mode is switched to the electric traveling mode, the processing routine of FIG.

  FIGS. 7 and 8 are timing charts related to the processing shown in FIG. FIG. 8 is a timing chart when a large drive torque request is predicted by the large drive torque request prediction unit 46 and then an engine start request is generated.

  In FIG. 7, in order from the top, (A) accelerator pedal operation amount, (B) accelerator pedal operation speed, (C) first motor / generator MG1 rotational speed, (D) first motor / generator MG1 A time series change of the torque and (E) the engine rotation speed and the rotation speed of the carrier ca are shown. Here, as an example, an example in which generation of a large drive torque request is predicted based on the operation speed of the accelerator pedal will be described.

  In the example shown in FIG. 7, it is assumed that the driver increases the amount of operation of the accelerator pedal as shown in (A). In this case, as shown in (B), the operation speed of the accelerator pedal exceeds a predetermined threshold Th2, and the generation of a large drive torque request is predicted by the large drive torque request prediction unit 46 at time t1. As a result, at time t1, as shown in (C), the rotational speed of the first motor / generator MG1 starts to decrease toward the predetermined rotational speed Nt. Accordingly, as shown in (E), the rotation speed of the carrier ca decreases toward zero, and at time t2, the rotation speed of the first motor / generator MG1 reaches a substantially predetermined rotation speed Nt, and the carrier ca The rotation speed of the motor reaches almost zero. The amount of operation of the accelerator pedal continues to increase after time t2, and an assist request is generated when the amount of operation of the accelerator pedal exceeds a predetermined threshold value Th1 at time t3. In the example shown in FIG. 7, since the rotational speed of the carrier ca has already reached substantially zero at time t3, as shown in (D), the first motor / generator MG1 immediately starts generating negative torque ( That is, MG1 assist control is started). Note that the output torque of the first motor / generator MG1 during the MG1 assist control may be determined according to a request value relating to the large drive torque request.

  In FIG. 8, in order from the top, (A) accelerator pedal operation amount, (B) accelerator pedal operation speed, (C) first motor / generator MG1 rotational speed, (D) first motor / generator MG1 torque. , (E) engine rotation speed and carrier ca rotation speed, and (F) clutch operation amount over time. The clutch operation amount may be an engagement pressure, a transmission torque capacity, or the like. Here, as an example, an example in which the generation of a large drive torque request is predicted based on the operation speed of the accelerator pedal will be described.

  Similarly, in the example shown in FIG. 8, as shown in (A), it is assumed that the driver increases the amount of operation of the accelerator pedal. However, in the example shown in FIG. 8, the operation amount of the accelerator pedal is increased to a larger operation amount than the example shown in FIG. In this case, as shown in (B), the operation speed of the accelerator pedal exceeds a predetermined threshold Th2, and the generation of a large drive torque request is predicted by the large drive torque request prediction unit 46 at time t1. As a result, at time t1, as shown in (C), the rotational speed of the first motor / generator MG1 starts to decrease toward the predetermined rotational speed Nt. Accordingly, as shown in (E), the rotation speed of the carrier ca decreases toward zero, and at time t2, the rotation speed of the first motor / generator MG1 reaches a substantially predetermined rotation speed Nt, and the carrier ca The rotation speed of the motor reaches almost zero. The amount of operation of the accelerator pedal continues to increase after time t2, and the engine start request is generated when the amount of operation of the accelerator pedal exceeds a predetermined threshold Th3 (> Th1) at time t3. Accordingly, at time t3, an engagement command for the clutch 12 is generated, and the clutch operation amount increases as shown in (F). Then, engine start control is started at time t4 when a predetermined time has elapsed after the engagement command. The predetermined time may correspond to the time required for the clutch 12 to switch from the released state to the engaged state after the engagement command, and may be a minute time in units of msec. At time t4, as shown in (C) and (D), the first motor / generator MG1 outputs a positive torque while the rotational speed of the first motor / generator MG1 is increased. Along with this, as shown in (E), the rotational speed of the engine E gradually increases via the planetary gear unit P. At time t5, the rotational speed of the engine E reaches a predetermined rotational speed We, and fuel injection and ignition are executed. When the engine is in an autonomous operation state at time t6, the engine start control is terminated.

  Next, some examples of prediction logic by the large drive torque request prediction unit 46 will be described.

  FIG. 9 is an explanatory diagram of a specific example of the prediction logic by the large drive torque request prediction unit 46, and is a diagram illustrating an example of the relationship between the vehicle speed and the driving force in the electric travel mode and the split travel mode. In FIG. 9, curve C1 represents the maximum driving force (including the case where MG1 assist control is performed) that can be output in the electric travel mode, and curve C2 represents the maximum driving that can be output by the second motor / generator MG2. The curve (dotted line) C3 represents the maximum driving force that can be output in the split travel mode. Note that the curves C1, C2, and C3 are merely examples, and are different curves depending on the vehicle type, output characteristics, design concept, and the like. The curve C1 may be considered equivalent to a map that defines a switching condition from the electric travel mode to the split travel mode. That is, if the vertical axis is equivalently converted from the driving force to the vehicle required torque TC, it can be considered as a map that defines the switching condition from the electric travel mode to the split travel mode.

  When the large drive torque request predicting unit 46 predicts that the required value of the driving force exceeds the predetermined threshold Th1 at a predetermined time ΔT ahead of the current time, as conceptually indicated by arrows Y1 and Y2 in FIG. It may be predicted that a large drive torque request will occur. Here, the required value of the driving force corresponds to the above-described vehicle required torque TC. The physical quantity of the required value may be any physical quantity that can be converted into force or torque, and may be an accelerator pedal operation quantity that is one factor that determines the required value of the driving force. The predetermined threshold Th1 is a driving force defined by the curve C2. In this case, the predetermined threshold Th1 changes according to the vehicle speed.

  For example, the large driving torque request prediction unit 46 determines that the difference between the current driving force request value and the predetermined threshold value Th1 corresponding to the current vehicle speed is equal to or smaller than the predetermined value ΔP and a predetermined additional condition is satisfied. It may be predicted that a large drive torque request will occur. The predetermined value ΔP is a parameter to be adapted depending on various factors. For example, the predetermined value ΔP may be determined depending on additional conditions, or a predetermined time ΔT between the current time and the predicted time (that is, how much ahead) It may be determined according to whether the prediction at the time point is performed. Alternatively, the predetermined value ΔP may be a fixed value or a predetermined value (for example, a value of 10%) of the predetermined threshold value Th1 corresponding to the current vehicle speed. Additional conditions may vary. The additional condition may be satisfied, for example, when the required value of the driving force tends to increase (when the operation amount of the accelerator pedal tends to increase) (see Y1 in FIG. 9). At this time, the current increase rate of the required value of the driving force may be considered. Alternatively, the additional condition may be satisfied when the required value of the driving force tends to increase and the vehicle speed tends to increase (see Y2 in FIG. 9). At this time, the increasing speed of the required value of the driving force at the present and / or the increasing speed (acceleration) of the vehicle speed may be taken into consideration.

  By the way, the assist request is generated when the vehicle request torque TC exceeding the maximum torque that can be output by the second motor / generator MG2 is requested as described above, and the engine start request is entered in the electric travel mode as described above. This is generated when a required vehicle torque TC that exceeds the maximum output torque (including the case where MG1 assist control is performed) is requested. Such a situation is likely to occur when the vehicle travels on an uphill road in the electric travel mode or when the driver performs an operation of accelerating the vehicle in the electric travel mode. Therefore, the large drive torque request prediction unit 46 determines a situation in which the vehicle travels on an uphill road (hereinafter referred to as an uphill road travel situation) and a situation in which the driver performs an operation to accelerate the vehicle (hereinafter referred to as an acceleration operation situation). When the detection or prediction is performed, it may be predicted that a large drive torque request is generated.

  The uphill traveling state may be detected or predicted based on the vehicle information IC, the operation information SC, and / or the external environment information EC. For example, the large drive torque request prediction unit 46 may detect an uphill road based on map data of the in-vehicle navigation device. Alternatively, the large drive torque request prediction unit 46 may detect an uphill road based on the image recognition result by the image sensor. For example, since a thick broken line is painted on the uphill lane as a road marking line, the broken line may be image-recognized. In addition, when the uphill road exists in front of the vehicle, the end position on the infinity side of the road in the image (the image height in the vertical direction of the image) changes higher than in the case of a flat road. The uphill road may be image-recognized using. Alternatively, the large drive torque request prediction unit 46 may detect an uphill road based on an inclination sensor. Alternatively, the large drive torque request prediction unit 46 may detect an uphill road based on the difference between the throttle opening and the acceleration (vehicle longitudinal direction). Moreover, these uphill road detection methods may be used in any combination.

  For example, the large drive torque request prediction unit 46 is based on the current vehicle position (for example, information from the GPS receiver), the vehicle speed, and the position of the uphill road (for example, a position based on map data of the in-vehicle navigation device). When it is predicted that the vehicle will travel on the uphill road within a predetermined time ΔT from the present time, it may be predicted that a large drive torque request will be generated. Alternatively, the large drive torque request prediction unit 46 may predict that a large drive torque request will be generated when a road gradient of a predetermined level or higher is detected based on the tilt sensor.

  The acceleration operation status may be detected or predicted based on the vehicle information IC, the operation information SC, and / or the external environment information EC. The acceleration operation state may be a state in which an operation for requesting an acceleration equal to or higher than a predetermined acceleration is performed in a traveling state at a predetermined speed or higher. For example, the acceleration operation status is detected based on an acceleration point such as a point after passing a toll gate (for example, ETC), a junction point to a main lane such as a highway, a point after exiting a traffic jam section, or the like. It may be predicted. The position of the acceleration point may be determined based on map data of the in-vehicle navigation device or information acquired by communication from the infrastructure (hereinafter referred to as infrastructure information).

  For example, when the large drive torque request prediction unit 46 predicts that the vehicle will pass the acceleration point within a predetermined time ΔT from the current time based on the current vehicle position, the vehicle speed, and the position information of the acceleration point, It may be predicted that a drive torque request will occur. At this time, the situation of surrounding vehicles based on the radar sensor, the image sensor, and the infrastructure information (particularly, the inter-vehicle distance from the preceding vehicle and the traffic flow situation of the traveling lane or the lane of the merging destination) may be considered. For example, the large drive torque request prediction unit 46 may not predict that a large drive torque request will be generated when the acceleration point is included in a traffic jam section.

  Further, the acceleration operation state may include a state where the vehicle is overtaken by changing the lane to the overtaking lane. The lane change to the overtaking lane may be determined based on the current vehicle position and the map data (number of lanes or lane type) of the in-vehicle navigation device and / or based on the lane image recognition result by the image sensor. May be judged. At this time, the operation of the blinker lever for instructing the lane change to the overtaking lane may be considered, and the situation of the surrounding vehicle based on the radar sensor or the image sensor (especially the situation of the preceding vehicle on the overtaking lane side) is considered. Alternatively, the relationship between the legal speed (for example, infrastructure information and map data) and the current vehicle speed may be considered. For example, the large drive torque request predicting unit 46 determines that the large drive torque is detected when an operation of the turn signal lever that instructs to change the lane to the overtaking lane is detected in a situation where there is no preceding vehicle at a short distance on the overtaking lane side. A request may be predicted to occur.

  The acceleration operation status may include a situation in which the preceding vehicle disappears due to a lane change, a route change, or the like. These situations may be detected based on radar sensors and / or image sensors. For example, the large drive torque request predicting unit 46, based on the radar sensor, when the distance between the preceding vehicle suddenly increases in a situation where the distance from the preceding vehicle is short (when the preceding vehicle disappears or when the preceding vehicle disappears) It may be predicted that a large drive torque request will occur when the vehicle is accelerated. At this time, the lighting color of the traffic light in front of the vehicle may be taken into consideration. This is because the acceleration operation is unlikely to be performed when the traffic light in front of the vehicle turns red. The lighting color of the traffic light may be detected based on an image sensor.

  In addition, the acceleration operation status may be detected or predicted by taking into account the difference between the acceleration currently requested by the driver (for example, prediction based on the accelerator pedal operation amount) and the current acceleration. This is because the acceleration operation is more likely to be continued as the discrepancy increases.

  Moreover, the prediction method of the above-mentioned uphill road running condition and acceleration operation condition can improve prediction accuracy by considering the operation information SC. For example, since the throttle opening (accordingly, the vehicle request torque TC) tends to increase in an uphill traveling situation or an acceleration operation situation, a large drive torque request is generated on the condition that such an increasing tendency is detected. May be predicted. Further, the above-described detection / prediction method for an uphill traveling situation or an acceleration operation situation can be combined with a prediction method for generating a large driving torque request as described above with reference to FIG.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, the predetermined rotational speed Nt corresponds to the rotational speed of the first motor / generator MG1 such that the rotational speed of the input shaft I (carrier ca) is zero with respect to the preliminary preparation control. The input shaft I may correspond to a predetermined rotational speed greater than zero. This predetermined rotation speed is preferably a rotation speed within a range in which an excessive load is not applied to the one-way clutch OWC even if MG1 assist control is started at that time. As described above, the pre-preparation control is a control for starting the MG1 assist control as soon as possible. Therefore, even when the rotational speed of the input shaft I starts the MG1 assist control at that time when the assist request is generated, the one-way clutch The rotation speed may be within a range where an excessive load is not applied to the OWC. If the input shaft I is substantially zero, even if the MG1 assist control is started at that time, the load is hardly applied to the one-way clutch OWC. Would be most desirable. If the rotational speed of the input shaft I is within a range where an excessive load is applied to the one-way clutch OWC when the assist request is generated and the MG1 assist control is started at that time, the first motor / generator MG1 rotates. It is necessary to further change the speed. Even in this case, as advance preparation control, if the rotation speed of the first motor / generator MG1 is changed in a direction in which the rotation speed of the input shaft I becomes zero, the MG1 assist control can be started earlier by that amount. it can. Therefore, regarding the preparatory control, as long as the rotational speed of the first motor / generator MG1 is changed in the direction in which the rotational speed of the input shaft I becomes zero, the change according to the above-described embodiment is effective. Can be obtained at least in part.

  In the above description, the throttle opening and the accelerator pedal operation amount are equivalently handled on the assumption that the throttle opening is determined according to the operation amount of the accelerator pedal. However, in the preceding vehicle follow-up control using, for example, ACC (auto cruise control) or a radar sensor, the throttle opening is determined according to the set vehicle speed, the traveling state of the preceding vehicle, or the like. Thus, the throttle opening (and hence the vehicle required torque TC) may be determined in an arbitrary manner in consideration of factors other than the operation amount of the accelerator pedal. In ACC, the difference between the current vehicle speed and the set vehicle speed may be considered as one factor for predicting the large drive torque request. Similarly, in the preceding vehicle follow-up control, a difference between the current vehicle speed and the preceding vehicle speed may be considered as one factor for the large drive torque request prediction. This is because the larger the difference, the higher the vehicle request torque TC and the higher the possibility of generating a large drive torque request.

  In the above description, the mechanical configuration and electrical system configuration of each part of the driving device 1 of the hybrid vehicle have been described with reference to FIG. 1 and FIG. 2, but the configuration can be changed in various ways. For example, the first motor / generator MG1 may be disposed on the engine E side with respect to the planetary gear device P. The oil pump 21 may be disposed between the output gear O and the clutch 12 in the axial direction of the input shaft I. Further, the planetary gear device P may be configured by a single double-pinion type planetary gear mechanism, or may be configured by combining a plurality of single-pinion type or double-pinion type planetary gear mechanisms. Further, as the differential gear device, a differential gear device using a plurality of bevel gears meshing with each other may be used instead of the planetary gear device P. In the illustrated example, with respect to the three rotating elements of the planetary gear unit P, the first motor / generator MG1 is connected to the sun gear s, the input shaft I is connected to the carrier ca, the output gear O and the second gear to the ring gear r. Although the motor / generator MG2 is connected, the connection relationship of the three rotating elements of the planetary gear unit P can be changed as appropriate. That is, there are various variations in the connection mode of the planetary gear device P, the first motor / generator MG1, the engine E, the output gear O, and the second motor / generator MG2, and the present invention is applicable to various variations. Applicable. Below, some variations are shown. Here, the variations will be described with reference to the velocity diagrams of FIGS. In the following description, “a certain element is drivingly connected to the rotating element of the planetary gear device P” means that the certain element is connected to the rotating element of the planetary gear device P by the other of the planetary gear device P. It means that it is drive-coupled without a rotating element.

  In the example shown in FIG. 10, the input shaft I (engine E) is drivingly connected to the sun gear s, the output gear O and the second motor / generator MG2 are drivingly connected to the carrier ca, and the first motor / generator MG1 is connected to the ring gear r. Drive coupled. The clutch 12 is disposed between the input shaft I and the planetary gear device P (sun gear s). In this example, unlike the above-described embodiment, basically, in the split traveling mode in which the vehicle travels by the output torques of both the engine E and the first motor / generator MG1 and the second motor / generator MG2, the engine E Torque converter mode in which the torque amplified with respect to the output torque is transmitted to the output gear O.

  In FIG. 10, in the electric travel mode state, as indicated by a broken line R2 in FIG. 10, the clutch 12 is in the released state, the ring gear r and the first motor / generator MG1 do not rotate, and the second motor / generator MG2 The motor rotates in the positive direction and outputs the MG2 torque T2 in the positive direction. Further, since the clutch 12 is released, the input shaft I is rotated.

  In the advance preparation control, as indicated by an arrow Y in FIG. 10, the rotational speed of the first motor / generator MG1 is increased from the state indicated by the broken line R2. Note that the preliminary preparation control is executed with the clutch 12 released as described above. A solid line R1 shown in FIG. 10 indicates a state in which the preliminary preparation control is completed, and the rotation speed of the first motor / generator MG1 is increased to a predetermined rotation speed Nt corresponding to the rotation speed of the input shaft I becoming zero. ing. Accordingly, by performing such advance preparation control when a large drive torque request is predicted to be generated, as in the above-described embodiment, when an assist request or an engine start request is subsequently generated, MG1 Assist control or switching to the engaged state of the clutch 12 (and accompanying engine start control) can be quickly started.

  11 and 12 relate to a configuration in which the planetary gear device P includes four rotating elements e1, e2, e3, and e4. The planetary gear device P may have a configuration in which two planetary gear mechanisms are combined (for example, a configuration in which some rotating elements of two or more planetary gear mechanisms are connected to each other).

  In the example shown in FIGS. 11 and 12, the input shaft I, the output gear O, the first motor / generator MG <b> 1, and the second motor / generator MG <b> 2 are drivingly connected to different rotating elements of the planetary gear unit P, respectively. That is, in the example shown in FIGS. 11 and 12, the second motor / generator MG2 rotates other than the rotating elements of the planetary gear unit P in which the input shaft I, the output gear O, and the first motor / generator MG1 are drivingly connected. Drive coupled to the element.

  In the example shown in FIG. 11, the input shaft I is drivingly connected to the first rotating element e1, the output gear O is drivingly connected to the second rotating element e2, and the second motor / generator MG2 is drivingly connected to the third rotating element e3. The first motor / generator MG1 is drivingly connected to the fourth rotating element e4. The clutch 12 is provided between the input shaft I and the first rotating element e1 to which the input shaft I is drivingly connected.

  In FIG. 11, in the electric travel mode state, as indicated by a broken line R2 in FIG. 11, the clutch 12 is in the released state, the first motor / generator MG1 does not rotate, and the second motor / generator MG2 is in the positive direction. It will be in the state which rotates and outputs MG2 torque T2 of a positive direction. Further, since the clutch 12 is released, the input shaft I is rotated.

  In the advance preparation control, as indicated by an arrow Y in FIG. 11, the rotation speed of the first motor / generator MG1 is increased from the state indicated by the broken line R2. A solid line R1 shown in FIG. 11 is a state in which the preliminary preparation control is completed, and the rotation speed of the first motor / generator MG1 is increased to a predetermined rotation speed Nt corresponding to the rotation speed of the input shaft I becoming zero. ing. Accordingly, by performing such advance preparation control when a large drive torque request is predicted to be generated, as in the above-described embodiment, when an assist request or an engine start request is subsequently generated, MG1 Assist control or switching to the engaged state of the clutch 12 (and accompanying engine start control) can be quickly started.

  In the example shown in FIG. 12, the first motor / generator MG1 is drivingly connected to the first rotating element e1, the input shaft I is drivingly connected to the second rotating element e2, and the output gear O is drivingly connected to the third rotating element e3. Then, the second motor / generator MG2 is drivingly connected to the fourth rotating element e4. The clutch 12 is provided between the input shaft I and the second rotating element e2 to which the input shaft I is drivingly connected.

  In FIG. 12, in the electric travel mode state, as indicated by a broken line R2 in FIG. It will be in the state which rotates and outputs MG2 torque T2 of a positive direction. Further, since the clutch 12 is released, the input shaft I is rotated.

  In the advance preparation control, as indicated by an arrow Y in FIG. 12, the rotation speed of the first motor / generator MG1 is reduced from the state indicated by the broken line R2. A solid line R1 shown in FIG. 12 indicates a state in which the preliminary preparation control is completed, and the rotation speed of the first motor / generator MG1 is reduced to a predetermined rotation speed Nt corresponding to the rotation speed of the input shaft I becoming zero. ing. Accordingly, by performing such advance preparation control when a large drive torque request is predicted to be generated, as in the above-described embodiment, when an assist request or an engine start request is subsequently generated, MG1 Assist control or switching to the engaged state of the clutch 12 (and accompanying engine start control) can be quickly started.

  Note that the configuration in which the planetary gear device P includes the four rotating elements e1, e2, e3, and e4 is not limited to the example illustrated in FIGS. 11 and 12, and in the configuration illustrated in FIGS. A configuration in which the order is changed is also possible. For example, in the configuration shown in FIG. 11, the second rotating element e2 and the third rotating element e3 may be replaced.

DESCRIPTION OF SYMBOLS 1 Drive apparatus of a hybrid vehicle 12 Clutch 21 Oil pump 41 Control unit 46 Large drive torque request | requirement prediction part E Engine I Input shaft (input member)
O Output gear (output member)
MG1 First motor / generator (first rotating electrical machine)
MG2 Second motor / generator (second rotating electrical machine)
P planetary gear unit (differential gear unit)
s sun gear ca carrier r ring gear W wheel OWC one-way clutch

Claims (8)

An input member drivingly connected to the engine, an output member drivingly connected to the wheel, a first rotating electrical machine, a second rotating electrical machine, a differential gear device having at least three rotating elements, and a control device. A drive device for a hybrid vehicle,
The input member, the output member, and the first rotating electrical machine are drivingly connected to different rotating elements of the differential gear device without passing through other rotating elements of the differential gear device,
The second rotating electrical machine is drivingly connected to a rotating element other than the rotating element to which the first rotating electrical machine is drive-connected without passing through other rotating elements of the differential gear device,
One of the input member, the output member, and the first rotating electrical machine, and an engagement device capable of releasing the drive connection with the rotating element of the differential gear device,
It is provided to act on the input member, becomes free when the input member rotates in a direction corresponding to the forward rotation direction of the engine, and the input member tries to rotate in a direction corresponding to the reverse rotation direction of the engine. With a one-way clutch that locks when
The controller is
Drive request occurrence prediction means for predicting that an assist request is generated in a vehicle running state in which the engine is stopped and the engagement device is in a released state;
An assist preparation control means for changing the rotation speed of the first rotating electric machine in a direction in which the rotation speed of the input member becomes zero when it is predicted that an assist request is generated by the drive request generation prediction means;
Assist control means for controlling the output torque of the first rotating electrical machine so that the assist torque is transmitted to the output member by the action of the one-way clutch when an assist request is generated. Drive device for hybrid vehicle.   2. The drive device for a hybrid vehicle according to claim 1, wherein the assist preparation control unit changes a rotation speed of the first rotating electric machine so that a rotation speed of the input member becomes substantially zero.   The assist preparation control unit is a torque that maintains the locked state of the one-way clutch, and a torque smaller than a torque transmitted to the input member during control by the assist control unit is transmitted to the input member. The drive device for a hybrid vehicle according to claim 1, wherein the output torque of the first rotating electrical machine is controlled. The controller is
Engagement device control means for switching the engagement device from the released state to the engaged state when an engine start request is generated;
The drive device for a hybrid vehicle according to any one of claims 1 to 3, further comprising engine start control means for executing engine start control after switching by the engagement device control means.   The drive device for a hybrid vehicle according to any one of claims 1 to 4, wherein the drive request occurrence prediction means predicts that an assist request is generated when traveling or traveling on an uphill road is detected or predicted. .   The drive of the hybrid vehicle according to any one of claims 1 to 5, wherein the drive request occurrence prediction means predicts that an assist request is generated when an operation for accelerating the vehicle is detected or predicted. apparatus.   The drive request occurrence prediction means is based on at least one information of external environment information representing an environment outside the vehicle, operation information representing the operation state of the vehicle by the driver, and vehicle information representing the vehicle state. The drive device for a hybrid vehicle according to any one of claims 1 to 6, wherein an assist request is predicted to occur.   The drive device for a hybrid vehicle according to claim 7, wherein the external environment information, the operation information, and the vehicle information are acquired based on map data of a vehicle-mounted navigation device or vehicle-mounted sensors.

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