JP2013121787A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system which can improve responsiveness at the start of an internal combustion engine.SOLUTION: The vehicle control system 1 comprises: a planetary mechanism 50; the internal combustion engine 10 having a starter 12; a rotating electric machine MG1; an output rotating member 23; an engagement device 80; and a control device 40. When performing starter start control for starting the internal combustion engine 10 by the starter 12 in the released state of the engagement device 80, the control device 40 performs synchronization control for controlling the rotating electric machine MG1 and making the rotation speed of a third rotating element 50r and that of the output rotating member 23 synchronized with each other, and brings the engagement device 80 into an engaged state after the rotation speed of the third rotating element 50r and that of the output rotating member 23 are synchronized with each other. Accordingly, the vehicle control system 1 exhibits an effect that the responsiveness at the start of the internal combustion engine can be improved.

Description

  The present invention relates to a vehicle control system.

  As a conventional vehicle control system mounted on a vehicle, for example, Patent Document 1 discloses a control device for a hybrid vehicle that switches a travel mode between a series travel mode and a series parallel travel mode. This hybrid vehicle control device is applied to a hybrid drive device having an engine, a planetary gear mechanism that is a power split mechanism, a motor MG1, and a motor MG2. In this hybrid drive device, a clutch is provided between an output rotation element of the planetary gear mechanism and an output rotation member capable of outputting transmitted power to the drive wheel side of the vehicle.

JP 2011-156997 A

  By the way, the hybrid vehicle control device described in Patent Document 1 as described above has room for further improvement, for example, in terms of improving the responsiveness when starting the internal combustion engine.

  Therefore, an object of the present invention is to provide a vehicle control system that can improve the response at the time of starting an internal combustion engine.

  In order to achieve the above object, a vehicle control system according to the present invention includes a planetary mechanism including a plurality of rotational elements capable of differential rotation, and a starter that rotationally drives an engine output shaft during start-up. An internal combustion engine connected to one rotating element, a rotating electrical machine connected to a second rotating element different from the first rotating element of the planetary mechanism, and transmitted power can be output to the drive wheel side of the vehicle. An engagement state in which an output rotation member, a third rotation element different from the first rotation element and the second rotation element of the planetary mechanism, and the output rotation member are engaged so as to be able to transmit power, and the engagement An engagement device that can be switched to the released release state; and the starter start control for starting the internal combustion engine by the starter in the release state of the engagement device to control the rotating electrical machine to control the third rotating element And the output rotating part And a control device that engages the engagement device after the rotation speeds of the third rotation element and the output rotation member are synchronized. .

  Moreover, in the said vehicle control system, the said control apparatus shall perform the said synchronous control in parallel with the said starter starting control.

  Further, in the vehicle control system, the control device autonomously increases the engine rotation speed of the internal combustion engine to an engagement target rotation speed lower than a final target rotation speed corresponding to a required driving force. Can do.

  Further, in the vehicle control system, as the synchronous control, the control device stops the rotating electrical machine until the engine rotation speed of the internal combustion engine becomes equal to or higher than a stable combustion target rotation speed at which combustion of the internal combustion engine is stable. And after the engine speed of the internal combustion engine becomes equal to or higher than the combustion stable target rotational speed, the engagement is higher than the combustion stable target rotational speed and lower than the final target rotational speed corresponding to the required driving force. The rotating electrical machine is driven by feedback control based on a rotational speed difference between the third rotating element and the output rotating member until the rotational speed exceeds a target rotating speed, and the rotational speeds of the third rotating element and the output rotating member are adjusted. It can be synchronized.

  In the vehicle control system, the control device drives the rotating electrical machine as the synchronization control, and the rotating electrical machine outputs an output when synchronizing the rotational speeds of the third rotating element and the output rotating member. The torque to be performed can be limited.

  Further, in the vehicle control system, the control device causes the internal combustion engine to move to the internal combustion engine after the engine rotational speed of the internal combustion engine becomes equal to or higher than a target rotational speed at engagement lower than a final target rotational speed corresponding to a required driving force. The engine rotation speed of the engine is maintained at the target rotation speed at the time of engagement, and the synchronization is set in advance in a state where the rotation speed difference between the third rotation element and the output rotation member is equal to or less than a preset target speed difference. The engagement device can be brought into an engaged state after the determination time has continued.

  Further, in the vehicle control system, as the synchronous control, the control device stops the rotating electrical machine until the engine rotation speed of the internal combustion engine becomes equal to or higher than a stable combustion target rotation speed at which combustion of the internal combustion engine is stable. And after the engine speed of the internal combustion engine becomes equal to or higher than the combustion stable target rotational speed, the engagement is higher than the combustion stable target rotational speed and lower than the final target rotational speed corresponding to the required driving force. The time until the engine rotation speed of the internal combustion engine becomes equal to or higher than the target rotation speed at the time of engagement according to the increasing speed of the engine rotation speed of the internal combustion engine until the rotation speed exceeds the target rotation speed, and the engine rotation of the internal combustion engine Based on the output rotational speed of the rotating electrical machine when the speed is equal to or higher than the target rotational speed during engagement, the output rotational speed of the rotating electrical machine is increased at a constant increase speed. Can.

  In the vehicle control system, the engagement device can switch between the engagement state and the release state by moving along the rotation axis of the third rotation element and the output rotation member. It can have a joint moving member.

  The vehicle control system according to the present invention has an effect that the responsiveness at the time of starting the internal combustion engine can be improved.

FIG. 1 is a schematic diagram illustrating a schematic configuration of the vehicle control system according to the first embodiment. FIG. 2 is a partial cross-sectional view illustrating a schematic configuration around the planetary gear mechanism of the vehicle control system according to the first embodiment. FIG. 3 is a schematic diagram illustrating the operation of the vehicle control system according to the first embodiment. FIG. 4 is a collinear diagram illustrating the operation of the vehicle control system according to the first embodiment. FIG. 5 is a collinear diagram illustrating the operation of the vehicle control system according to the first embodiment. FIG. 6 is a flowchart illustrating an example of control by the ECU of the vehicle control system according to the first embodiment. FIG. 7 is a collinear diagram illustrating the operation of the vehicle control system according to the second embodiment. FIG. 8 is a collinear diagram illustrating the operation of the vehicle control system according to the second embodiment. FIG. 9 is a flowchart illustrating an example of control by the ECU of the vehicle control system according to the second embodiment.

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

[Embodiment 1]
1 is a schematic diagram illustrating a schematic configuration of a vehicle control system according to the first embodiment, FIG. 2 is a partial cross-sectional view illustrating a schematic configuration around a planetary gear mechanism of the vehicle control system according to the first embodiment, and FIG. FIG. 4 and FIG. 5 are collinear diagrams showing the operation of the vehicle control system according to the first embodiment, and FIG. 6 is a vehicle control system according to the first embodiment. It is a flowchart explaining an example of control by this ECU.

  A vehicle control system 1 according to this embodiment shown in FIG. 1 is mounted on a vehicle 2. The vehicle control system 1 is a hybrid-type hybrid drive system in which an internal combustion engine and a rotating electrical machine are mounted as a driving power source (prime mover) for driving and driving the drive wheels 30 of the vehicle 2. That is, the vehicle 2 is a so-called hybrid vehicle, and includes a rotating electric machine as a power source in addition to the internal combustion engine. The vehicle 2 operates the internal combustion engine as efficiently as possible, compensates for excess or deficiency of driving force and engine braking force with a rotating electric machine, and regenerates energy during deceleration. Thus, the vehicle 2 is a vehicle configured to reduce exhaust gas from the internal combustion engine and simultaneously improve fuel consumption.

  Specifically, the vehicle control system 1 includes an engine 10 as an internal combustion engine, a power transmission device 20, drive wheels 30, and an ECU 40 as a control device. The power transmission device 20 transmits power generated by the traveling power source. The power transmission device 20 is coupled to the engine 10 and includes motor generators (hereinafter abbreviated as “motors” unless otherwise specified) MG1 and MG2 as rotating electric machines. The drive wheels 30 are rotationally driven by the power transmitted through the power transmission device 20. The ECU 40 is an electronic control unit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The vehicle control system 1 is configured to be able to use the engine 10 and the motors MG1 and MG2 together or as a prime mover by being controlled by the ECU 40.

  More specifically, the engine 10 is a heat engine that converts the energy of the fuel into mechanical work and outputs it by burning the fuel. The engine 10 can generate mechanical power (engine torque) on a crankshaft 11 serving as an engine output shaft along with fuel combustion, and can output this mechanical power from the crankshaft 11 toward the drive wheels 30. . The engine 10 can switch between an operating state and a non-operating state regardless of whether the vehicle 2 is stopped or traveling.

  Here, the operating state of the engine 10 (the state in which the engine 10 is operated) is a state in which power to be applied to the drive wheels 30 is generated, and thermal energy generated by burning fuel in the combustion chamber is converted to a machine such as torque. It is the state which outputs in the form of dynamic energy. That is, in the operating state, the engine 10 generates power that burns fuel in the combustion chamber and acts on the drive wheels 30 of the vehicle 2. On the other hand, the non-operating state of the engine 10, that is, the state in which the operation of the engine 10 is stopped is a state in which generation of power is stopped, fuel supply to the combustion chamber is cut (fuel cut), and the combustion chamber In this state, the fuel is not burned and no mechanical energy such as torque is output.

  The engine 10 has a starter 12 that rotationally drives the crankshaft 11 at the time of starting. The starter 12 is constituted by, for example, an electric motor or the like, and starts rotating (cranking) the crankshaft 11 with the generated power. The engine 10 can be started by injecting and igniting fuel into the combustion chamber after the rotation of the crankshaft 11 is started by the power from the starter 12. The engine 10 can also be started using the motor MG1 as a starter motor, as will be described later.

  The power transmission device 20 transmits the power generated by the travel power source to the drive wheels 30. The power transmission device 20 includes the motors MG1, MG2, a planetary gear mechanism 50 as a planetary mechanism, a speed reduction mechanism 60, a differential mechanism 70, a clutch 80 as an engagement device, and the like.

  The motors MG1 and MG2 have a function (power running function) as an electric motor that converts supplied electric power into mechanical power and a function (regenerative function) as a generator that converts input mechanical power into electric power. A rotating electric machine, a so-called motor generator. The motor MG1 is mainly used as a generator that generates power upon receiving the output of the engine 10, and the motor MG2 is mainly used as an electric motor that outputs driving power. The motor MG2 is composed of an AC synchronous motor or the like, is driven by receiving AC power supplied from an inverter (not shown), generates mechanical power (motor torque) in the rotor, and this mechanical power is transmitted to the rotor. To the drive wheel 30 can be output. Similarly to the motor MG2, the motor MG1 has a configuration as an AC synchronous motor. The motor MG1 is coupled to a rotor with a rotating shaft 21 as an output shaft of a rotating electrical machine that can rotate around a rotation axis C1. The motor MG2 is coupled to a rotor with a rotary shaft 22 as a rotating electrical machine output shaft that can rotate around a rotary axis C2 parallel to the rotary axis C1. Note that the rotation axis C1 coincides with the rotation axis of the crankshaft 11.

  The planetary gear mechanism 50 can divide (distribute) the mechanical power output from the engine 10 into the motor MG1 side and the drive wheel 30 side. The planetary gear mechanism 50 includes a plurality of rotating elements that are differentially rotatable with respect to each other. The planetary gear mechanism 50 includes, as a plurality of rotating elements, a carrier 50c as a first rotating element that can rotate around the same rotation axis C1, a sun gear 50s as a second rotating element different from the first rotating element, and A ring gear 50r as a third rotating element different from the first rotating element and the second rotating element is included. The sun gear 50s is an external gear. The ring gear 50r is an internal gear arranged coaxially with the sun gear 50s. The carrier 50c supports the sun gear 50s or the ring gear 50r, here the pinion gear 50p meshing with both, so as to be able to rotate and revolve.

  In the planetary gear mechanism 50 of the present embodiment, the carrier 50c is an input rotation element to which power from the engine 10 is input, and the ring gear 50r is an output rotation element that outputs the power transmitted to the carrier 50c. The crankshaft 11 is coupled to the carrier 50c so as to be integrally rotatable. That is, the engine 10 is connected to the carrier 50c that is the first rotating element. The sun gear 50s is coupled so that the rotary shaft 21 can rotate integrally. That is, motor MG1 is connected to sun gear 50s that is the second rotating element. The ring gear 50r is connected to a first counter drive gear 23, which is an output rotating member and a drive gear, via a clutch 80, which will be described later, so as to be engaged and disengageable. In the planetary gear mechanism 50, the power generated by the engine 10 is input to the carrier 50c, and the power input to the carrier 50c can be output from the ring gear 50r. The first counter drive gear 23 is an output rotating member that can output the transmitted power to the drive wheel 30 side of the vehicle 2.

  The speed reduction mechanism 60 integrates the mechanical power transmitted from the planetary gear mechanism 50 and the mechanical power transmitted from the rotary shaft 22 and transmits them to the drive wheel 30 side. The speed reduction mechanism 60 includes a counter shaft 61, a counter driven gear 62 as a driven gear, and a final drive gear 63. The counter shaft 61 is a rotation shaft that can rotate around a rotation axis C3 parallel to the rotation axes C1 and C2. The counter driven gear 62 is coupled to the counter shaft 61 and meshes with the first counter drive gear 23. The final drive gear 63 is coupled to the counter shaft 61.

  Here, in the motor MG2 described above, the second counter drive gear 24 is coupled to the rotating shaft 22. The counter driven gear 62 meshes with the second counter drive gear 24 together with the first counter drive gear 23. The mechanical power output from the motor MG2 is transmitted to the counter driven gear 62 via the rotary shaft 22 and the second counter drive gear 24. At this time, the speed reduction mechanism 60 decelerates the mechanical power transmitted from the rotating shaft 22, in other words, the mechanical power generated by the motor MG2, increases the torque, and transmits it to the drive wheel 30 side.

  The differential mechanism 70 distributes the mechanical power transmitted from the speed reduction mechanism 60 to the left and right drive shafts 71 and outputs it. The differential mechanism 70 includes a ring gear 72 and the like. Ring gear 72 meshes with final drive gear 63. The drive wheels 30 are respectively coupled to the left and right drive shafts 71 and rotate together with the drive shaft 71.

  The clutch 80 can be switched between an engaged state in which the ring gear 50r, which is the third rotating element of the planetary gear mechanism 50, and the first counter drive gear 23 are engaged to transmit power, and a released state in which the engagement is released. It is. The released state of the clutch 80 is a state in which the ring gear 50r and the first counter drive gear 23 are disconnected and the power transmission between the ring gear 50r and the first counter drive gear 23 is cut off.

  Here, a more detailed configuration of the planetary gear mechanism 50 and the clutch 80 will be described with reference to FIG.

  As the clutch 80 of this embodiment, a dog clutch device which is a so-called meshing engagement device having a dog clutch sleeve 81 as an engagement moving member is used. The clutch 80 can be switched between an engaged state and a released state when the dog clutch sleeve 81 moves along the rotation axis C <b> 1 of the ring gear 50 r and the first counter drive gear 23. Here, the power transmission device 20 includes a ring gear 50r that is an output rotation element of the planetary gear mechanism 50, a first counter drive gear 23 that is an output rotation member, and a dog clutch sleeve 81 that is an engagement movement member of the clutch 80. By arranging them in an appropriate positional relationship, a configuration capable of switching the power transmission state with a more compact configuration is realized.

  In the following description, unless otherwise specified, the direction along the rotation axis C1 is referred to as the axial direction, the direction orthogonal to the rotation axis C1, that is, the direction orthogonal to the axial direction is referred to as the radial direction, and the rotation axis The direction around C1 is referred to as the circumferential direction. Further, in the radial direction, the rotation axis C1 side is referred to as a radial inner side, and the opposite side is referred to as a radial outer side.

  In the planetary gear mechanism 50, as described above, the sun gear 50s is coupled to the rotary shaft 21 so as to be integrally rotatable, and the carrier 50c is coupled to the crankshaft 11 so as to be integrally rotatable. The ring gear 50r is a cylindrical member formed in a cylindrical shape, and is arranged so that the center axis is coaxial with the rotation axis C1. In the ring gear 50r, the carrier 50c, the pinion gear 50p, the sun gear 50s, a part of the rotating shaft 21, a part of the crankshaft 11, and the like are inserted on the radially inner side (inner peripheral surface side). The ring gear 50r is rotatably supported on the casing 27 through bearings (for example, ball bearings) 25 and 26 on the inner peripheral surface side. The two bearings 25 and 26 are arranged opposite to each other so as to sandwich the pinion gear 50p and the carrier 50c with respect to the axial direction. The bearing 25 rotatably supports the end of the ring gear 50r on the crankshaft 11 side, and the bearing 26 rotatably supports the end of the ring gear 50r on the rotating shaft 21 side.

  The first counter drive gear 23 and the dog clutch sleeve 81 are both cylindrical members formed in a cylindrical shape, and both are arranged so that the center axis is coaxial with the rotation axis C1. The first counter drive gear 23 and the dog clutch sleeve 81 are arranged so as to cover the radially outer side of the ring gear 50r. That is, in the first counter drive gear 23 and the dog clutch sleeve 81, the ring gear 50r is inserted radially inward (inner peripheral surface side). The first counter drive gear 23 and the dog clutch sleeve 81 are provided adjacent to each other in the axial direction. Here, the 1st counter drive gear 23 is arrange | positioned at the one edge part side of the side currently supported by the bearing 25 of the ring gear 50r. The dog clutch sleeve 81 is disposed on the other end side of the ring gear 50r on the side supported by the bearing 26. That is, the first counter drive gear 23 and the dog clutch sleeve 81 are arranged such that the first counter drive gear 23 is on the crankshaft 11 side and the dog clutch sleeve 81 is on the rotating shaft 21 side in the axial direction. In the power transmission device 20, a parking pole 82, which will be described later, is disposed at substantially the center of the ring gear 50r. In other words, the power transmission device 20 is configured such that the dog clutch sleeve 81, the parking pole 82, and the first counter drive gear 23 are arranged in this order along the axial direction outside the ring gear 50r in the radial direction.

  The first counter drive gear 23 is rotatably supported on the outer peripheral surface of the ring gear 50r through the bearing (for example, needle bearing) 28 on the inner peripheral surface side. Accordingly, the first counter drive gear 23 is configured to be rotatable relative to the ring gear 50r with the rotation axis C1 as the rotation center. Here, in the ring gear 50r, an annular recess 51 is formed on the outer peripheral surface of one end portion on the side supported by the bearing 25 (end portion on the crankshaft 11 side). The bearing 28 is located between the bearing 25 and the bearing 26 with respect to the axial direction, and rotatably supports the first counter drive gear 23 in the recess 51.

  The first counter drive gear 23 has dog teeth 23a as meshing portions and tooth traces 23b forming a gear. The dog teeth 23 a are provided on the outer peripheral surface of the end portion on the dog clutch sleeve 81 side in the cylindrical main body portion 23 c of the first counter drive gear 23. The dog teeth 23a are constituted by a plurality of meshing protrusions formed on the axial end surface of the main body portion 23c, and become portions that mesh with the end surfaces of the dog teeth 81a of the dog clutch sleeve 81 when the clutch 80 is engaged. The tooth traces 23b are provided on the outer peripheral surface of the end portion of the main body portion 23c of the first counter drive gear 23 opposite to the dog clutch sleeve 81. The tooth trace 23b is constituted by a plurality of linear meshing protrusions formed on the outer peripheral surface of the main body 23c, and is a portion that meshes with the counter driven gear 62. The end face of the first counter drive gear 23 opposite to the dog teeth 23a of the main body 23c is positioned by a snap ring 29b as a receiving member via a washer 29a.

  The dog clutch sleeve 81 has dog teeth 81a formed integrally on the inner peripheral surface along the axial direction. Here, the ring gear 50r functions as a dog clutch hub at the outer peripheral surface that is radially opposed to the inner peripheral surface of the dog clutch sleeve 81. The ring gear 50r has dog teeth 52 as tooth portions on the outer peripheral surface. The dog teeth 52 are formed integrally with the outer peripheral surface of the ring gear 50 r along the axial direction, and are portions that mesh with the dog teeth 81 a of the dog clutch sleeve 81. In the dog clutch sleeve 81, the dog teeth 81a and the dog teeth 52 mesh with each other in a state where the ring gear 50r is inserted on the inner peripheral surface side. Thus, the dog clutch sleeve 81 is supported on the outer peripheral surface of the ring gear 50r so as to be able to rotate integrally with the ring gear 50r and to be relatively movable along the axial direction. Therefore, the dog clutch sleeve 81 is configured to be able to transmit power to the ring gear 50r and move along the axial direction. The dog clutch sleeve 81 moves along the axial direction so that the dog teeth 81a mesh with both the dog teeth 52 and the dog teeth 23a of the first counter drive gear 23, and the dog teeth 23a mesh with each other. It can move to the release position to be released.

  Therefore, in the clutch 80, the dog clutch sleeve 81 receives power from an actuator (not shown) and moves along the rotation axis C1, thereby engaging the ring gear 50r and the first counter drive gear 23 so as to transmit power. It is possible to switch between a state and a released state in which this engagement is released. When the clutch 80 is in the engaged state, the ring gear 50r and the first counter drive gear 23 are in an integrally rotating state, that is, in a state in which power transmission is possible via the dog clutch sleeve 81. On the other hand, when the clutch 80 is in the released state, the ring gear 50r and the first counter drive gear 23 are released from the integrally rotating state and are in a relatively rotatable state, that is, the power transmission via the dog clutch sleeve 81. Is cut off.

  The power transmission device 20 is also used as a parking gear in which dog teeth 23a formed integrally with the outer peripheral surface of the first counter drive gear 23 can be locked by a parking pole 82 as a locking member. That is, the power transmission device 20 shares the dog teeth 23a as the dog teeth of the clutch 80 and the parking gear locking teeth. The power transmission device 20 rotates the first counter drive gear 23 by engaging the distal end portion of the parking pole 82 with the dog teeth 23a in accordance with the operation of moving the distal end portion of the parking pole 82 radially inward. Is regulated. Thereby, the power transmission device 20 is configured to be able to block power transmission to the drive shaft 71 of the vehicle 2 when parked or stopped, for example, and prevent the vehicle 2 from moving forward and backward.

  Returning to FIG. 1, the ECU 40 is a control device for controlling the engine 10 and the motors MG1, MG2 in a coordinated manner. The ECU 40 is mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface.

  The ECU 40 includes various types such as an accelerator opening sensor 90, a vehicle speed sensor 91, an engine speed sensor 92, an MG1 speed sensor 93, an MG2 speed sensor 94, a ring gear speed sensor 95, a first counter drive gear speed sensor 96, and the like. The sensors are electrically connected, and an electric signal corresponding to the detection result detected by these sensors is input. The accelerator opening sensor 90 detects an accelerator opening corresponding to an operation amount (accelerator operation amount, acceleration request operation amount) of the accelerator pedal of the vehicle 2 by the driver. The vehicle speed sensor 91 detects a vehicle speed that is the traveling speed of the vehicle 2. The engine speed sensor 92 detects an engine speed corresponding to the rotational speed of the crankshaft 11 of the engine 10. The MG1 rotation speed sensor 93 detects the MG1 rotation speed corresponding to the rotation speed of the rotation shaft 21 of the motor MG1. The MG2 rotation speed sensor 94 detects the MG2 rotation speed corresponding to the rotation speed of the rotation shaft 22 of the motor MG2. Ring gear rotation speed sensor 95 detects the ring gear rotation speed corresponding to the rotation speed of ring gear 50r. The first counter drive gear rotational speed sensor 96 detects the first counter drive gear rotational speed corresponding to the rotational speed of the first counter drive gear 23.

  The ECU 40 can control the drive by outputting a drive signal to each part of the vehicle 2 such as the fuel injection device, the throttle valve device, the motors MG1, MG2, and the inverter of the engine 10 according to the input detection result. The vehicle control system 1 of the vehicle 2 is configured to be able to use the engine 10 and the motors MG1 and MG2 together or as a prime mover by being controlled by the ECU 40.

  The ECU 40 engages the clutch 80 in the engaged state as shown in FIG. 1 when the engine travels the vehicle 2 with the power of the engine 10 and when the vehicle 2 travels with the power of the engine 10 and the power of the motor MG2. Control. In this case, the power transmission device 20 divides the mechanical power output from the crankshaft 11 of the engine 10 to the carrier 50c into the sun gear 50s and the ring gear 50r from the pinion gear 50p of the planetary gear mechanism 50. The power transmission device 20 transmits, for example, mechanical power from the engine 10 transmitted from the ring gear 50r to the first counter drive gear 23 during engine running via the counter driven gear 62, the differential mechanism 70, the drive shaft 71, and the like. This is transmitted to the drive wheel 30. In addition, the power transmission device 20 includes, for example, mechanical power from the engine 10 transmitted from the ring gear 50r to the first counter drive gear 23 during HV traveling, and a motor transmitted from the rotary shaft 22 to the second counter drive gear 24. The mechanical power from the MG 2 is integrated by the counter driven gear 62 and transmitted to the drive wheel 30 via the differential mechanism 70, the drive shaft 71 and the like.

  On the other hand, as shown in FIG. 3, during the EV travel in which the vehicle 2 travels by the power of the motor MG2 instead of the power of the engine 10, the ECU 40 performs the regenerative braking by the motor MG2 when the vehicle 2 is braked. The clutch 80 is controlled to the released state. The power transmission device 20 drives, for example, the mechanical power from the motor MG2 transmitted from the rotary shaft 22 to the second counter drive gear 24 during EV traveling via the counter driven gear 62, the differential mechanism 70, the drive shaft 71, and the like. Transmit to wheel 30. For example, during regenerative travel, the power transmission device 20 transmits power from the drive wheel 30 side to the second counter drive gear 24 via the drive shaft 71, the differential mechanism 70, the counter driven gear 62, and the like. MG2 generates electricity by regeneration.

  When the clutch 80 is in the disengaged state as described above, the power transmission device 20 typically has the ring gear 50r from the first counter drive gear 23 to the clutch 80 when the vehicle 2 is traveling in EV or regenerative. It is in a disconnected state. As a result, in the power transmission device 20, the rotating elements of the planetary gear mechanism 50 including the ring gear 50r that does not contribute to power transmission, the rotating shaft 21, the rotor of the motor MG1, and the like are swung with the rotation of the first counter drive gear 23. This can prevent so-called drag loss.

  The operation state of the power transmission device 20 of the vehicle control system 1 configured as described above can be represented by, for example, an alignment chart as shown in FIG. The power transmission device 20 operates at a rotational speed (corresponding to a rotational speed) based on the alignment chart shown in FIG. The collinear chart shown in FIG. 4 is a velocity diagram that represents the relative relationship between the rotational speeds of the rotating elements of the planetary gear mechanism 50 and the speed reduction mechanism 60 of the power transmission device 20 as straight lines. In the collinear chart shown in FIG. 4, the vertical axis represents the speed ratio (relative rotational speed ratio) of the sun gear 50s, the carrier 50c, the ring gear 50r, the first counter drive gear 23, the counter driven gear 62, and the second counter drive gear 24. Equivalent). 4, the sun gear 50s (abbreviated as “s” in the figure), the carrier 50c (abbreviated as “c” in the figure), and the ring gear 50r (indicated as “r” in the figure) from the left in the horizontal axis. Abbreviation), first counter drive gear 23 (abbreviated as “23” in the figure), counter driven gear 62 (abbreviated as “62” in the figure), and second counter drive gear 24 (abbreviated as “24” in the figure). ). In the collinear chart shown in FIG. 4, the distance along the horizontal axis depends on the gear ratio of the ring gear 50 r and the sun gear 50 s, the gear ratio of the counter drive gear 23, the counter driven gear 62, and the second counter drive gear 24. Each vertical axis is arranged so as to be spaced. In FIG. 4, the operating point G is the MG1 rotational speed Ng, the operating point E is the engine rotational speed Ne, the operating point C is the ring gear rotational speed Nr (corresponding to the rotational speed of the dog clutch sleeve 81), and the operating point O is the first counter. The drive gear rotational speed Ncodr (corresponding to the Output rotational speed) and the operating point M represent the MG2 rotational speed Nm, respectively. The same applies to the alignment chart shown below.

  The ECU 40 according to the present embodiment controls the motor MG1 and performs synchronous control during starter start control using the starter 12, thereby improving responsiveness when starting the engine.

  Here, the starter start control is start control for starting the engine 10 by the starter 12 in the released state of the clutch 80. On the other hand, the ECU 40 can also execute MG1 start control using the motor MG1 as a starter motor.

  As described above, in the vehicle control system 1, the clutch 80 is basically in a disengaged state when the engine 10 is in an inoperative state, such as during EV travel. Therefore, when executing the MG1 start control, the ECU 40 engages the clutch 80 in the disengaged state to receive the cranking torque reaction force, and then cranks the crankshaft 11 by the motor MG1 to engine. 10 is started. On the other hand, when executing the starter start control, the ECU 40 keeps the clutch 80 in a released state, cranks the crankshaft 11 with the starter 12, starts the engine 10, and the ring gear 50r, the first counter drive gear 23, The clutch 80 is brought into the engaged state after the rotations of the two are synchronized. For this reason, when the engine 10 is started, the starter start control tends to be relatively responsive compared to the MG1 start control.

  When high responsiveness is required at the time of engine start, the ECU 40 executes starter start control at the time of engine start request accompanying, for example, an acceleration request operation (depressing an accelerator pedal or a stepping operation by a driver) from EV traveling. . Thereby, the vehicle control system 1 can improve the responsiveness at the time of engine start by starter start control, when high responsiveness is requested | required at the time of the acceleration request | requirement from EV driving | running | working. As a result, the vehicle control system 1 can improve the acceleration response of the vehicle 2 with respect to the acceleration request operation by the driver. On the other hand, the ECU 40 executes MG1 start control at the time of engine start request that does not require high responsiveness at engine start. Thereby, the vehicle control system 1 can improve the durability of the starter 12 by starting the engine 10 by the MG1 start control when high responsiveness is not required. Moreover, the vehicle control system 1 can suppress deterioration of NV (Noise-Vibration, noise and vibration), for example, by starting the engine 10 using the motor MG1 without using the starter 12.

  The ECU 40 can further improve responsiveness by performing synchronous control in parallel with the starter start control during the starter start control with high responsiveness. This synchronization control is a control for controlling the motor MG1 to synchronize the rotational speeds of the ring gear 50r and the first counter drive gear 23. Typically, the ECU 40 performs this synchronous control simultaneously with the start of the engine by the starter start control. The ECU 40 engages the clutch 80 after the rotational speeds of the ring gear 50r and the first counter drive gear 23 are synchronized. Here, synchronizing the rotational speeds of the ring gear 50r and the first counter drive gear 23 means that the rotational speed difference (rotational speed difference) between the ring gear 50r and the first counter drive gear 23 is equal to or less than a preset target speed difference. Typically, this means eliminating the rotational speed difference. As the synchronous control, the ECU 40 controls the motor MG1 so that the difference in rotational speed between the ring gear 50r and the first counter drive gear 23 is eliminated.

  Below, with reference to FIG. 5, the control by ECU40 is demonstrated in detail. Here, as a case where high responsiveness is required at the time of engine start, a case will be described as an example in which the engine 10 is started and the vehicle 2 is fully accelerated in accordance with the acceleration request operation by the driver from EV traveling.

  In the vehicle control system 1, when the vehicle 2 travels by EV, the engine 10 is in an inoperative state and the clutch 80 is in a released state. Thereby, as shown in ST1, the vehicle control system 1 is in a state in which the rotation of the sun gear 50s, the ring gear 50r, and the carrier 50c is stopped. That is, in this case, the MG1 rotational speed Ng (operating point G), the engine rotational speed Ne (operating point E), and the ring gear rotational speed Nr (operating point C) are 0 (Ng = Ne = Nr = 0). . At this time, the first counter drive gear 23 is entrained by the counter driven gear 62 that is rotated by the power from the motor MG2. Therefore, the first counter drive gear rotational speed Ncodr (operating point O) is a rotational speed corresponding to the MG2 rotational speed Nm (operating point M).

  In this state, the ECU 40 executes starter start control when an acceleration request operation is performed by the driver and an engine start request is generated. That is, the ECU 40 starts the cranking of the crankshaft 11 by driving the starter 12 and also starts combustion by injecting and igniting fuel into the combustion chamber. As a result, the engine speed Ne rises independently as shown in ST2. In parallel, as a synchronous control, the ECU 40 stops the motor MG1 until the engine rotational speed Ne becomes equal to or higher than the combustion stable target rotational speed (combustion stable target rotational speed), that is, sets the MG1 rotational speed Ng to 0 (Ng = 0). ). As a result, the ring gear rotation speed Nr increases as the engine rotation speed Ne increases as shown in ST2.

  Here, the combustion stable target rotational speed is an engine rotational speed at which the combustion of the engine 10 is stabilized, and is set according to the rotational speed at which the engine 10 completes explosion, the combustion is stabilized, and a stable combustion torque can be output. The combustion stable target rotational speed is preferably set as low as possible within a range in which the resonance suppression rotational speed of the drive system can be avoided. The combustion stable target rotational speed may be changed according to a parameter related to the ring gear rotational speed Nr after engagement of the clutch 80, for example, the vehicle speed detected by the vehicle speed sensor 91.

  The ECU 40 maintains the MG1 rotational speed Ng at 0 until the engine rotational speed Ne becomes equal to or higher than the combustion stable target rotational speed, for example, compared with a case where the motor MG1 is rotated negatively, the ring gear 50r (output rotational element). The generation of reverse torque that suppresses the increase in rotation of the carrier 50c (input rotation element) due to the inertia can be suppressed and reduced. As a result, the vehicle control system 1 can easily increase the engine speed Ne, and as a result, the total response can be improved.

  Further, for example, when the ECU 40 attempts to synchronize the ring gear 50r and the first counter drive gear 23 by negatively rotating the motor MG1 in a low engine rotation state, the ring gear rotation speed Nr when the engine rotation speed Ne increases rapidly. May overshoot. In contrast, the ECU 40 keeps the MG1 rotational speed Ng at 0 until the engine rotational speed Ne becomes equal to or higher than the combustion stable target rotational speed, thereby suppressing the ring gear rotational speed Nr from overshooting. it can. As a result, the vehicle control system 1 can suppress a delay in synchronization between the ring gear 50r and the first counter drive gear 23 and wasteful power consumption.

  Then, the ECU 40 independently increases the engine speed Ne to the target rotation speed at engagement (target rotation speed at engagement). Here, the target rotational speed at the time of engagement is a target engine rotational speed at the time of engagement of the clutch 80, is higher than the combustion stable target rotational speed, and is the final target rotational speed (in accordance with the required driving force ( The engine speed is set lower than the final target speed. The final target rotational speed is an engine rotational speed that satisfies a required driving force based on conditions such as vehicle speed and accelerator opening. The target rotational speed at the time of engagement is set to an engine rotational speed that can achieve both acceleration response at engine startup and suppression of deterioration of drivability. More specifically, the target rotational speed at the time of engagement is a rotational speed set in anticipation of a time when the driver does not experience a deterioration in responsiveness until the clutch 80 is engaged. The engine speed is set to a value that can obtain an engine torque that does not deteriorate.

  As will be described later, the ECU 40 increases the engine speed Ne up to the target rotational speed at the time of engagement lower than the final target rotational speed, whereby the ring gear 50r and the first counter drive gear 23 from the EV traveling are Can be relatively shortened, and the clutch 80 can be brought into an engaged state at an early stage. Thereby, although the vehicle control system 1 is not the required final driving force, the vehicle control system 1 can shorten the time until the driving force rises by the power from the engine 10 and can improve the acceleration response. .

  During this time, as shown in ST3 and ST4, the ECU 40 increases the ring gear 50r and the first counter drive until the engine rotational speed Ne rises independently and becomes equal to or higher than the combustion stable target rotational speed until it becomes equal to or higher than the target rotational speed during engagement. The motor MG1 is driven (powered) by feedback control based on the rotational speed difference with the gear 23. The ECU 40 determines the difference in rotation speed between the ring gear rotation speed Nr detected by the ring gear rotation speed sensor 95 and the first counter drive gear rotation speed sensor 96 and the first counter drive gear rotation speed Ncodr (hereinafter referred to as “clutch rotation speed difference”). Is calculated). Then, the ECU 40 feedback-controls the motor MG1 based on the clutch rotational speed difference, and converges the actual clutch rotational speed difference to the target rotational speed difference (target speed difference≈0). That is, the ECU 40 controls the motor MG1 by feedback control, makes the rotation speeds of the ring gear 50r and the first counter drive gear 23 substantially coincide, and synchronizes the rotation speed. The ECU 40 performs feedback control of the motor MG1 based on the clutch rotational speed difference as synchronous control in parallel with the self-sustaining increase of the engine rotational speed Ne. As a result, the vehicle control system 1 can relatively shorten the rotation synchronization time between the ring gear 50r and the first counter drive gear 23, can bring the clutch 80 into an engaged state at an early stage, and can improve responsiveness. Can be improved.

  At this time, as the synchronous control, the ECU 40 preferably drives the motor MG1 and limits the torque output by the motor MG1 when synchronizing the rotational speeds of the ring gear 50r and the first counter drive gear 23. The ECU 40 sets an upper limit on the output torque of the motor MG1 so that the reverse torque that suppresses the rotation increase of the carrier 50c due to the inertia of the ring gear 50r is equal to or less than a preset target value. Typically, the target value is set in advance so that the increasing speed of the engine speed Ne does not become too low and the period until the engine speed Ne becomes equal to or higher than the target rotational speed during engagement does not become too long. The The ECU 40 performs torque guard based on the upper limit of the output torque of the motor MG1. Therefore, the ECU 40 suppresses the occurrence of the reverse torque by synchronous control as much as possible after the engine speed Ne becomes equal to or higher than the combustion stable target speed and until it becomes equal to or higher than the target rotational speed at engagement. Can do. As a result, the vehicle control system 1 can easily increase the engine speed Ne, and the period until the engine speed Ne becomes equal to or higher than the engagement target rotational speed can be prevented from becoming too long. In addition, the total response can be improved.

  The ECU 40 maintains the engine rotation speed Ne at the engagement target rotation speed after the engine rotation speed Ne becomes equal to or higher than the engagement rotation speed. The ECU 40 feedback-controls the engine 10 based on the engine speed Ne detected by the engine speed sensor 92, and maintains the engine speed Ne at the engagement target speed. Then, the ECU 40 determines that the synchronization is completed after continuing the preset synchronization determination time in a state where the clutch rotational speed difference is equal to or smaller than the preset target rotational speed difference, and as shown in ST5, the clutch 80 Is in the engaged state. The synchronization determination time may be appropriately set in advance according to, for example, actual vehicle evaluation. Thus, the vehicle control system 1 can bring the clutch 80 into an engaged state after reliably synchronizing the rotation speeds of the ring gear 50r and the first counter drive gear 23. Therefore, the vehicle control system 1 can improve the reliability and durability of the clutch 80 and can suppress the occurrence of a shock during the engaging operation.

  After the ring gear 50r and the first counter drive gear 23 are synchronized and the clutch 80 is engaged, the ECU 40 controls the output of the engine 10 and sets the engine speed Ne to the final target speed as shown in ST6. Raise to. At this time, the ECU 40 increases the engine speed Ne at a target increase speed (increase rate) such that the magnitude of the driving force and the acceleration feeling are compatible based on the influence of the inertia torque due to the increase in rotation. Full acceleration. As a result, the vehicle control system 1 can realize acceleration that achieves both an absolute driving force and acceleration feeling.

  Next, an example of synchronous control by the ECU 40 of the vehicle control system 1 will be described with reference to the flowchart of FIG. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms.

  First, the ECU 40 determines whether or not there is an engine start request (ST101). For example, the ECU 40 determines whether or not there is an engine start request based on the required driving force according to the vehicle speed, the accelerator opening, and the like detected by the accelerator opening sensor 90 and the vehicle speed sensor 91. When it is determined that there is no engine start request (ST101: No), the ECU 40 ends the current control cycle and shifts to the next control cycle.

  When it is determined that there is an engine start request (ST101: Yes), the ECU 40 determines whether or not the clutch 80 is in a released state based on the operating state of the clutch 80 (ST102).

  When the ECU 40 determines that the clutch 80 is in the disengaged state (ST102: Yes), the engine start this time is based on the accelerator opening detected by the accelerator opening sensor 90, etc., and the engine is started by an acceleration request from the driver. It is determined whether or not there is (ST103).

  When it is determined that the current engine start is an engine start due to an acceleration request by the driver (ST103: Yes), the ECU 40 executes starter start control and starts the engine 10 (ST104). That is, the ECU 40 maintains the clutch 80 in a released state, cranks the crankshaft 11 with the starter 12, injects fuel into the combustion chamber, ignites it, and starts combustion.

  Next, ECU 40 maintains motor MG1 in a stopped state, that is, maintains MG1 rotation speed Ng at 0 (Ng = 0) (ST105).

  Next, the ECU 40 determines whether or not the engine speed Ne detected by the engine speed sensor 92 is equal to or higher than the combustion stable target speed (ST106). When it is determined that the engine speed Ne is not equal to or higher than the combustion stable target speed (ST106: No), the ECU 40 returns to ST104 and repeatedly executes the subsequent processing.

  When the ECU 40 determines that the engine speed Ne is equal to or higher than the combustion stable target speed (ST106: Yes), the ECU 40 continues to increase the engine speed Ne independently (ST107).

  Then, ECU 40 performs feedback control of motor MG1 based on the clutch rotational speed difference detected by ring gear rotational speed sensor 95 and first counter drive gear rotational speed sensor 96 as clutch rotational speed synchronous F / B control (ST108). . Thereby, the ECU 40 converges the actual clutch rotational speed difference to the target rotational speed difference.

  At this time, the ECU 40 sets an upper limit for the output torque of the motor MG1, performs torque guard, and limits the torque output by the motor MG1 (ST109).

  Next, the ECU 40 determines whether or not the engine speed Ne detected by the engine speed sensor 92 is equal to or higher than the target rotational speed during engagement (ST110). When it is determined that the engine speed Ne is not equal to or higher than the target rotational speed during engagement (ST110: No), the ECU 40 returns to ST107 and repeats the subsequent processes.

  When it is determined that the engine speed Ne is equal to or higher than the target engine speed when engaged (ST110: Yes), the ECU 40 performs feedback control of the engine 10 based on the engine speed Ne as engine speed F / B control. The engine speed Ne is maintained at the target speed at the time of engagement (ST111).

  Next, the ECU 40 determines that the clutch rotational speed difference is equal to or smaller than the target rotational speed difference as a clutch synchronization determination based on the clutch rotational speed difference detected by the ring gear rotational speed sensor 95 and the first counter drive gear rotational speed sensor 96. It is then determined whether or not the synchronization determination time has continued (ST112). When it is determined that the synchronization determination time is not continued in a state where the clutch rotation speed difference is equal to or less than the target rotation speed difference (ST112: No), the ECU 40 returns to ST111 and repeatedly executes the subsequent processing.

  If the ECU 40 determines that the synchronization determination time has continued with the clutch rotational speed difference being equal to or less than the target rotational speed difference (ST112: Yes), the ECU 40 controls the actuator (not shown) to stroke the dog clutch sleeve 81 to the engaged position. The clutch 80 is engaged (ST113).

  Next, the ECU 40 determines whether or not the dog clutch sleeve 81 has moved to the engaged position and the clutch 80 has been engaged (ST114). When it is determined that the clutch 80 is not engaged (ST114: No), the ECU 40 returns to ST113 and repeats the subsequent processes.

  When it is determined that the clutch 80 has been engaged (ST114: Yes), the ECU 40 controls the output of the engine 10 and increases the engine speed Ne to the final target speed at the target increase speed (target rate). (ST115).

  Then, ECU 40 determines whether or not engine speed Ne detected by engine speed sensor 92 is equal to or greater than the final target speed (ST116). When it is determined that the engine speed Ne is not equal to or higher than the final target speed (ST116: No), the ECU 40 returns to ST115 and repeats the subsequent processes. When it is determined that the engine speed Ne is equal to or higher than the final target speed (ST116: Yes), the ECU 40 ends the current control cycle and shifts to the next control cycle.

  When it is determined in ST102 that the clutch 80 is in an engaged state (ST102: No), the ECU 40 determines in ST103 that the current engine start is not an engine start due to an acceleration request by the driver (ST103: No), MG1 start control is executed to start the engine 10 (ST117), the current control cycle is terminated, and the next control cycle is started. That is, the ECU 40 engages the clutch 80, cranks the crankshaft 11 with the motor MG1, injects fuel into the combustion chamber, ignites it, and starts combustion.

  The vehicle control system 1 according to the embodiment of the present invention described above includes the planetary gear mechanism 50, the engine 10, the motor MG1, the first counter drive gear 23, the clutch 80, and the ECU 40. The planetary gear mechanism 50 includes a plurality of rotating elements capable of differential rotation. The engine 10 has a starter 12 that rotationally drives the crankshaft 11 at the time of starting, and is connected to a carrier 50c of the planetary gear mechanism 50. The motor MG1 is coupled to a sun gear 50s different from the carrier 50c of the planetary gear mechanism 50. The first counter drive gear 23 can output the transmitted power to the drive wheel 30 side of the vehicle 2. The clutch 80 switches between an engaged state in which the ring gear 50r and the first counter drive gear 23 different from the carrier 50c and the sun gear 50s of the planetary gear mechanism 50 and the first counter drive gear 23 are engaged so that power can be transmitted, and a released state in which the engagement is released. Is possible. The ECU 40 performs synchronous control for controlling the motor MG1 to synchronize the rotational speeds of the ring gear 50r and the first counter drive gear 23 during starter start control in which the starter 12 starts the engine 10 with the clutch 80 released. The ECU 40 engages the clutch 80 after the rotation speeds of the ring gear 50r and the first counter drive gear 23 are synchronized.

  Therefore, the vehicle control system 1 can start the engine 10 by the starter start control using the starter 12 even when the clutch 80 is in the released state, and at the same time, the ring gear 50r by the synchronous control using the motor MG1. And the first counter drive gear 23 can be synchronized early. As a result, the vehicle control system 1 can improve the responsiveness when starting the engine, and can improve the acceleration responsiveness of the vehicle 2 with respect to the acceleration request operation by the driver, for example.

[Embodiment 2]
7 and 8 are collinear diagrams showing the operation of the vehicle control system according to the second embodiment, and FIG. 9 is a flowchart illustrating an example of control by the ECU of the vehicle control system according to the second embodiment. The vehicle control system according to the second embodiment is different from the vehicle control system according to the first embodiment in part of the content of the synchronization control. In addition, about the structure, effect | action, and effect which are common in embodiment mentioned above, while overlapping description is abbreviate | omitted as much as possible, the same code | symbol is attached | subjected. In addition, about each structure of the vehicle control system which concerns on Embodiment 2, FIG.1, FIG.2, FIG.3 etc. are referred suitably.

  As shown in FIGS. 7 and 8, the ECU 40 of the vehicle control system 201 (see FIG. 1) according to the present embodiment performs an engagement higher than the target rotational speed after the engine rotational speed Ne becomes higher than the combustion stable target rotational speed. Until, the MG1 rotation speed (output rotation speed) of the motor MG1 is increased at a constant increase speed (an increase rate) as follows. That is, after the engine speed Ne becomes equal to or higher than the combustion stable target speed based on the increasing speed (increase rate) of the engine speed Ne, the ECU 40 increases the engagement target speed Ne−t2 (see FIG. 7) or higher. Predict and calculate the time until Further, the ECU 40 calculates the MG1 rotation speed of the motor MG1 when the engine rotation speed Ne becomes equal to or higher than the engagement target rotation speed Ne-t2, and sets this as the MG1 target rotation speed Ng-t (see FIG. 7). . The ECU 40 calculates an increasing speed such that the actual MG1 rotational speed Ng detected by the MG1 rotational speed sensor 93 becomes the MG1 target rotational speed Ng-t when the time calculated above elapses. Then, as shown in FIG. 8, the ECU 40 controls the driving of the motor MG1, increases the MG1 rotation speed at the constant increase speed calculated above, increases the rotation speed of the ring gear 50r, and increases the first counter drive gear. Synchronize with the number of revolutions of 23.

  Here, an example of synchronous control by the ECU 40 of the vehicle control system 201 will be described with reference to a flowchart of FIG.

  The ECU 40 predicts and calculates the time until the engine speed Ne reaches the target rotational speed during engagement based on the increasing speed of the engine speed Ne after continuing the self-sustaining increase of the engine speed Ne (ST107). (ST208).

  Next, the ECU 40 calculates the MG1 rotation speed of the motor MG1 when the engine rotation speed Ne has reached the target rotation speed during engagement, and sets this as the MG1 target rotation speed. Then, ECU 40 calculates a target increase rate (an increase speed) of MG1 rotation speed Ng based on this MG1 target rotation speed and the predicted time calculated in ST208. The ECU 40 increases the MG1 rotation speed Ng to the MG1 target rotation speed at the calculated constant increase speed (ST209), and proceeds to ST110.

  Therefore, the vehicle control system 201 can keep the reverse torque that suppresses the rotation increase of the carrier 50c due to the inertia of the ring gear 50r constant and minimum. As a result, the vehicle control system 201 can easily increase the engine speed Ne, can further shorten the rotation synchronization time between the ring gear 50r and the first counter drive gear 23, and can further improve the responsiveness. it can.

  In addition, the vehicle control system which concerns on embodiment of this invention mentioned above is not limited to embodiment mentioned above, A various change is possible in the range described in the claim. The vehicle control system according to the present embodiment may be configured by appropriately combining the components of the embodiments described above.

  The planetary gear mechanism described above has been described as a so-called single-pinion type planetary gear mechanism. However, the planetary gear mechanism is not limited to this and may be, for example, a double-pinion type planetary gear mechanism.

  In the above description, in the planetary gear mechanism 50, the carrier 50c is the first rotating element (input rotating element), the sun gear 50s is the second rotating element, and the ring gear 50r is the third rotating element (output rotating element). Although described as a thing, it is not restricted to this. In the planetary gear mechanism 50, for example, the sun gear 50s may be a first rotating element (input rotating element), the ring gear 50r may be a second rotating element, and the carrier 50c may be a third rotating element (output rotating element). .

  In the above description, the ECU 40 has been described as maintaining the motor MG1 in a stopped state (Ng = 0) until the engine speed Ne becomes equal to or higher than the combustion stable target speed in ST2 of FIG. However, it is not limited to this. The ECU 40 may synchronize the ring gear 50r and the first counter drive gear 23 by causing the motor MG1 to perform a negative rotation until the engine speed Ne becomes equal to or higher than the combustion stable target speed. Even in this case, the vehicle control systems 1 and 201 can start the engine 10 by the starter start control using the starter 12 even when the clutch 80 is in the released state, and at the same time, synchronize using the motor MG1. The ring gear 50r and the first counter drive gear 23 can be synchronized early by the control. As a result, the vehicle control systems 1 and 201 can improve the responsiveness when starting the engine.

1,201 Vehicle control system 2 Vehicle 10 Engine (internal combustion engine)
11 Crankshaft (engine output shaft)
12 Starter 20 Power transmission device 23 First counter drive gear (output rotating member)
30 drive wheels 40 ECU (control device)
50c carrier (first rotating element)
50s sun gear (second rotating element)
50r ring gear (third rotating element)
50 Planetary gear mechanism (Planet mechanism)
80 Clutch (engagement device)
81 Dog clutch sleeve (engagement moving member)
C1, C2, C3 Rotation axis MG1 Motor generator (rotary electric machine)
MG2 motor generator

Claims (8)

A planetary mechanism including a plurality of rotational elements capable of differential rotation;
An internal combustion engine having a starter for rotationally driving the engine output shaft at start-up and connected to the first rotating element of the planetary mechanism;
A rotating electrical machine coupled to a second rotating element different from the first rotating element of the planetary mechanism;
An output rotating member capable of outputting the transmitted power to the drive wheel side of the vehicle;
An engagement state in which a third rotation element different from the first rotation element and the second rotation element of the planetary mechanism and the output rotation member are engaged so as to be able to transmit power, and a release state in which the engagement is released; An engagement device that is switchable to
In the starter start control for starting the internal combustion engine by the starter in the released state of the engagement device, synchronous control is performed to control the rotating electrical machine and synchronize the rotation speeds of the third rotating element and the output rotating member. And a control device for bringing the engaging device into an engaged state after the rotation speeds of the third rotating element and the output rotating member are synchronized.
Vehicle control system. The control device performs the synchronous control in parallel with the starter start control.
The vehicle control system according to claim 1. The control device independently increases the engine rotation speed of the internal combustion engine to an engagement target rotation speed lower than a final target rotation speed corresponding to a required driving force.
The vehicle control system according to claim 1 or 2. The control device, as the synchronous control, maintains the rotating electrical machine in a stopped state until the engine rotation speed of the internal combustion engine becomes equal to or higher than a combustion stable target rotation speed at which combustion of the internal combustion engine is stable, After the engine rotational speed becomes equal to or higher than the combustion stable target rotational speed, the engine rotational speed is higher than the combustion stable target rotational speed and until it becomes equal to or higher than the target rotational speed at engagement lower than the final target rotational speed corresponding to the required driving force. Driving the rotating electrical machine by feedback control based on a rotational speed difference between the third rotating element and the output rotating member, and synchronizing the rotating speeds of the third rotating element and the output rotating member;
The vehicle control system according to any one of claims 1 to 3. The control device drives the rotating electrical machine as the synchronization control, and limits the torque output by the rotating electrical machine when synchronizing the rotation speeds of the third rotating element and the output rotating member.
The vehicle control system according to any one of claims 1 to 4. The control device determines the engine rotational speed of the internal combustion engine after the engine rotational speed of the internal combustion engine becomes equal to or higher than the target rotational speed at engagement lower than the final target rotational speed corresponding to the required driving force. After maintaining a preset synchronization determination time in a state where the rotation speed difference between the third rotation element and the output rotation member is equal to or less than a preset target speed difference. The combined device is engaged,
The vehicle control system according to any one of claims 1 to 5. The control device, as the synchronous control, maintains the rotating electrical machine in a stopped state until the engine rotation speed of the internal combustion engine becomes equal to or higher than a combustion stable target rotation speed at which combustion of the internal combustion engine is stable, After the engine rotational speed becomes equal to or higher than the combustion stable target rotational speed, the engine rotational speed is higher than the combustion stable target rotational speed and lower than the final target rotational speed corresponding to the required driving force, and is higher than the target rotational speed at engagement. The time until the engine rotation speed of the internal combustion engine becomes equal to or higher than the target rotation speed during engagement according to the increase speed of the engine rotation speed of the internal combustion engine, and the engine rotation speed of the internal combustion engine is the target rotation during engagement Based on the output rotational speed of the rotating electrical machine when the speed becomes higher than the speed, the output rotational speed of the rotating electrical machine is increased at a constant increase speed,
The vehicle control system according to any one of claims 1 to 3. The engagement device includes an engagement movement member that can switch between the engagement state and the release state by moving along the rotation axis of the third rotation element and the output rotation member.
The vehicle control system according to any one of claims 1 to 7.

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