JP2013141958A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of suppressing deterioration in drivability during mode switching.SOLUTION: The vehicle control device includes an engine; and a differential mechanism including a first rotation element with a first rotating electric machine connected thereto, a second rotation element with a second rotating electric machine connected thereto, and a third rotation element as an output shaft. When shifting to HV traveling powered by the engine from EV traveling powered by either the first rotating electric machine or the second rotating electric machine instead of being powered by the engine, the engine is started through first starting if power required by a driver is equal to or larger than a predetermined value (S13-Y, S20-Y). In the first starting, one of the first and second rotating electric machines that is rotating is connected to the stopped engine through a clutch to rotate and start the engine.

Description

  The present invention relates to a vehicle control device.

  Conventionally, a vehicle including a power train capable of switching modes is known. For example, Patent Literature 1 discloses a technique of a hybrid power train that can be switched to a plurality of modes.

US Pat. No. 7,980,980

  Conventionally, sufficient studies have not been made on switching between a plurality of modes. For example, there is still room for improvement with respect to suppressing a decrease in drivability during mode switching.

  The objective of this invention is providing the vehicle control apparatus which can suppress the fall of the drivability at the time of mode switching.

  The vehicle control device of the present invention includes an engine, a first rotating element connected to the first rotating electric machine, a second rotating element connected to the second rotating electric machine, and a third rotating element as an output shaft. And from EV running using at least one of the first rotating electric machine and the second rotating electric machine as a power source without depending on the power of the engine, to HV running using the engine as a power source. When shifting, if the driver's required power is greater than or equal to a predetermined value, the engine is started by a first start, and in the first start, the rotating electric machine rotating among the first rotating electric machine and the second rotating electric machine And the engine in a stopped state are connected via a clutch, and the engine is started by rotating the engine.

  In the vehicle control device, when shifting from the EV running to the HV running, if the required power is less than the predetermined value, the engine is started by a second start, and in the second start, the first rotating electrical machine It is preferable that the stopped rotating electrical machine of the second rotating electrical machine is connected to the stopped engine and the engine is rotated by the rotating electrical machine to start the engine.

  In the vehicle control device, when the EV travel is shifted to the HV travel and the required power is less than the predetermined value, before the transition, the first rotation element and the second rotation element. The first start or the second start is selected based on whether or not the rotating element to which power is input is different from the rotating element to which power is input after the transition. It is preferable that the stopped rotating electrical machine of the second rotating electrical machine is connected to the stopped engine and the engine is rotated by the rotating electrical machine to start the engine.

  In the vehicle control device, an EV traveling mode using the first rotating electrical machine as a power source, an HV traveling mode connecting the first rotating element and the engine, and an EV traveling mode using the second rotating electrical machine as a power source. And switching between the HV traveling mode in which the second rotating element and the engine are connected is permitted when a predetermined condition is satisfied, and the predetermined condition is determined by the first rotating electric machine and the second rotating electric machine. The condition that the rotating electrical machine of the power source before switching and the rotating electrical machine of the power source after switching can output an equivalent torque to the third rotating element, the number of rotations of the first rotating electrical machine after switching the traveling mode, and The condition that the rotational speed of the second rotating electrical machine is an allowable rotational speed, and the condition that the rotational speed of each rotary element of the differential mechanism after the switching of the traveling mode is an allowable rotational speed It is preferable to include.

  The vehicle control device of the present invention includes an engine, a first rotating element connected to the first rotating electric machine, a second rotating element connected to the second rotating electric machine, and a third rotating element as an output shaft. An EV traveling mode using the first rotating electrical machine as a power source, an HV traveling mode connecting the first rotating element and the engine, and an EV using the second rotating electrical machine as a power source. Switching between the traveling mode and the HV traveling mode in which the second rotating element and the engine are connected is permitted when a predetermined condition is satisfied, and the predetermined condition is determined by the first rotating electric machine and the second rotating electric machine. The condition that the rotating electrical machine of the power source before switching and the rotating electrical machine of the power source after switching can output an equivalent torque to the third rotating element, rotation of the first rotating electrical machine after switching the traveling mode Number and Including a condition that the rotational speed of the second rotating electrical machine is an allowable rotational speed, and a condition that the rotational speed of each rotary element of the differential mechanism after the switching of the traveling mode is an allowable rotational speed. And

  The vehicle control device according to the present invention includes an engine, a first rotating element connected to the first rotating electric machine, a second rotating element connected to the second rotating electric machine, a third rotating element as an output shaft, When shifting from EV running using at least one of the first rotating electric machine and the second rotating electric machine as a power source to HV running using the engine as a power source without depending on the power of the engine If the driver's required power is greater than or equal to a predetermined value, the engine is started by the first start, and in the first start, the rotating electric machine that is rotating and the engine in the stopped state are out of the first rotating electric machine and the second rotating electric machine. It connects via a clutch, rotates an engine, and starts an engine. According to the power transmission device of the present invention, there is an effect that it is possible to suppress a decrease in drivability during mode switching.

FIG. 1 is a skeleton diagram of a vehicle according to an embodiment. FIG. 2 is a diagram illustrating an engagement table according to the embodiment. FIG. 3 is a flowchart relating to determination of whether or not mode switching is possible. FIG. 4 is a flowchart relating to determination of the engine start method and the travel mode. FIG. 5 is a diagram illustrating a start time of the second start in the EV_A mode. FIG. 6 is a diagram when the engine is started in the second start in the EV_A mode. FIG. 7 is a diagram illustrating the HV_High split mode. FIG. 8 is an explanatory diagram of the first start in the EV_A mode. FIG. 9 is a diagram after the engine start of the first start in the EV_A mode. FIG. 10 is a diagram illustrating the HV_Low split mode. FIG. 11 is an explanatory diagram of the second start in the EV_B mode. FIG. 12 is a diagram showing engine reconnection. FIG. 13 is a diagram illustrating the HV_High split mode. FIG. 14 is an explanatory diagram of the first start in the EV_B mode. FIG. 15 is a diagram showing the engine after the first start in the EV_B mode. FIG. 16 is a diagram illustrating the HV_High split mode. FIG. 17 is an explanatory diagram of the second start in the EV_B mode. FIG. 18 is a diagram illustrating the engine after the second start in the EV_B mode. FIG. 19 is a diagram illustrating the HV_Low split mode. FIG. 20 is an explanatory diagram of the second start in the EV_split mode. FIG. 21 is a diagram after the engine start of the second start in the EV_split mode. FIG. 22 is a diagram illustrating the HV_High split mode. FIG. 23 is an explanatory diagram of the first start in the EV_split mode. FIG. 24 is a diagram after the first engine start in the EV_split mode. FIG. 25 is a diagram illustrating the HV_High split mode. FIG. 26 is an explanatory diagram of the first start in the EV_split mode. FIG. 27 is a diagram after the engine start of the first start in the EV_split mode. FIG. 28 is a diagram illustrating the HV_Low split mode. FIG. 29 is a diagram at the start of the second start in the EV_A mode. FIG. 30 is a diagram when the engine is started in the second start in the EV_A mode. FIG. 31 is a diagram illustrating the HV_direct connection mode. FIG. 32 is a diagram at the start of the second start in the EV_B mode. FIG. 33 is a diagram when the engine is started in the second start in the EV_B mode. FIG. 34 is a diagram illustrating the HV_direct connection mode. FIG. 35 is a diagram at the start of the second start in the EV_split mode. FIG. 36 is a diagram when the engine is started in the second start in the EV_split mode. FIG. 37 is a diagram illustrating the HV_direct connection mode.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described 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 assumed by those skilled in the art or those that are substantially the same.

[Embodiment]
The embodiment will be described with reference to FIGS. The present embodiment relates to a vehicle control device. FIG. 1 is a skeleton diagram of a vehicle according to an embodiment of the present invention.

  As shown in FIG. 1, the vehicle 100 of the present embodiment includes an engine 1, a first rotating electrical machine MG1, a second rotating electrical machine MG2, a planetary gear mechanism 10, a first clutch 2, a second clutch 3, a first brake 7, The second brake 8 and the ECU 50 are included. The vehicle control device 1-1 according to the present embodiment includes the engine 1, the planetary gear mechanism 10, and the ECU 50.

  The engine 1 converts the combustion energy of the fuel into a rotary motion of the rotary shaft 1a and outputs it. The rotation shaft 1 a of the engine 1 is connected to the first input shaft 4 via the first clutch 2 and to the second input shaft 5 via the second clutch 3. The first input shaft 4 and the second input shaft 5 are arranged coaxially with the rotation shaft 1a of the engine 1 and on an extension line of the rotation shaft 1a. The first input shaft 4 is inserted into a second input shaft 5 formed in a hollow shape.

  The first clutch 2 and the second clutch 3 can each be a friction engagement type clutch device. The first clutch 2 and the second clutch 3 are driven by a hydraulic actuator or the like, and can be switched between a fully engaged state, a semi-engaged state, and a released state. In the fully engaged clutches 2 and 3, the rotation speed of the input-side engagement member and the rotation speed of the output-side engagement member are synchronized, and both rotate integrally. In the clutches 2 and 3 in the half-engaged state, the input side engaging member and the output side engaging member rotate relative to each other while rotating relative to each other. In the clutches 2 and 3 of this embodiment, the slip ratio and the slip amount in the half-engaged state can be controlled. In the released clutches 2 and 3, power transmission between the input-side engagement member and the output-side engagement member is interrupted. The clutches 2 and 3 of this embodiment are controlled to be in a fully engaged state, a semi-engaged state, or a released state by adjusting the clutch torque capacity by the supplied hydraulic pressure.

  The first input shaft 4 is connected to the sun gear 11 of the planetary gear mechanism 10, the first brake 7, and the first rotating electrical machine MG1. The planetary gear mechanism 10 is a differential mechanism having three rotating elements. The planetary gear mechanism 10 includes a sun gear 11, a pinion gear 12, a ring gear 13, and a carrier 14. The sun gear 11 corresponds to the first rotating element to which the first rotating electrical machine MG1 is connected. The sun gear 11 is disposed coaxially with the first input shaft 4 and is connected to the first input shaft 4. The ring gear 13 is rotatably arranged outside the sun gear 11 in the radial direction and coaxially with the sun gear 11. The pinion gear 12 is disposed between the sun gear 11 and the ring gear 13 and meshes with the sun gear 11 and the ring gear 13, respectively.

  The carrier 14 is rotatably supported coaxially with the first input shaft 4. An output gear 15 is connected to the carrier 14. The carrier 14 and the output gear 15 have a function as an output shaft (output element) that outputs the power input from the engine 1, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 toward the drive wheels 23. In other words, the carrier 14 corresponds to a third rotating element as an output shaft.

  The pinion gear 12 is rotatably supported by the carrier 14. Accordingly, the pinion gear 12 can rotate (spin) around the center axis of the pinion gear 12 and can rotate (revolve) around the center axis of the first input shaft 4 together with the carrier 14. It is.

  The sun gear 11 is connected to the first rotating electrical machine MG1. The first rotating electrical machine MG1 includes a stator 31 and a rotor 32. The rotor 32 of the first rotating electrical machine MG1 is disposed coaxially with the first input shaft 4 and is connected to the first input shaft 4. Therefore, the rotor 32 rotates integrally with the sun gear 11. The first rotating electrical machine MG1 is opposed to the engine 1 in the axial direction across the first brake 7, the planetary gear mechanism 10, the second brake 8, the second rotating electrical machine MG2, the second clutch 3, and the first clutch 2. Yes.

  In this specification, unless otherwise specified, the “axial direction” indicates the direction of the central axis of the first input shaft 4, and the “radial direction” indicates a radius centered on the central axis of the first input shaft 4. The “circumferential direction” indicates a rotation direction with the central axis of the first input shaft 4 as the rotation center.

  The first brake 7 can regulate the rotation of the first input shaft 4. The first brake 7 has an engagement element connected to the first input shaft 4 and an engagement element connected to the case 6. The case 6 is a container that houses a power transmission device including the planetary gear mechanism 10. The first brake 7 regulates the rotation of the first input shaft 4 by the engagement of the engagement element connected to the first input shaft 4 and the engagement element connected to the case 6. Further, the first brake 7 allows the rotation of the first input shaft 4 by releasing the engagement element connected to the first input shaft 4 and the engagement element connected to the case 6.

  The ring gear 13 is connected to the second input shaft 5. A second brake 8 and a second rotating electrical machine MG2 are connected to the second input shaft 5. That is, the ring gear 13 corresponds to the second rotating element to which the second rotating electrical machine MG2 is connected. The second rotating electrical machine MG2 includes a stator 33 and a rotor 34. The rotor 34 is connected to the second input shaft 5 and rotates integrally with the second input shaft 5.

  The first rotating electrical machine MG1 and the second rotating electrical machine MG2 are connected to a battery via an inverter. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 can convert the electric power supplied from the battery into mechanical power and output it, and are driven by the input power to convert the mechanical power into electric power. Can be converted. The electric power generated by the first rotating electrical machine MG1 and the second rotating electrical machine MG2 can be stored in the battery. As the first rotating electrical machine MG1 and the second rotating electrical machine MG2, for example, an AC synchronous motor generator can be used.

  The second brake 8 can regulate the rotation of the second input shaft 5. The second brake 8 includes an engagement element connected to the second input shaft 5 and an engagement element connected to the case 6. The engagement element connected to the second input shaft 5 and the case 6 The rotation of the second input shaft 5 is restricted by the engagement with the connected engagement element. Further, the second brake 8 allows the rotation of the second input shaft 5 by releasing the engaging element connected to the second input shaft 5 and the engaging element connected to the case 6.

  The output shaft 15 meshes with the diff ring gear 21 of the differential mechanism 20. Drive wheels 23 are connected to the differential mechanism 20 via left and right drive shafts 22. That is, the ring gear 13 is connected to the drive wheel 23 via the output gear 15, the differential mechanism 20, and the drive shaft 22.

  The ECU 50 is an electronic control unit having a computer. The ECU 50 has a function as a control device that controls each part of the vehicle 100. The ECU 50 is communicably connected to the engine 1, the first clutch 2, the second clutch 3, the first brake 7, the second brake 8, the first rotating electrical machine MG1, and the second rotating electrical machine MG2. The first clutch 2, the second clutch 3, the first brake 7, the second brake 8, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 can be controlled.

  The vehicle 100 is a hybrid vehicle and can selectively execute EV traveling or HV traveling. The EV travel is a travel mode in which the vehicle 100 travels using at least one of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 as a power source regardless of the power of the engine 1. FIG. 2 is a diagram showing an engagement table showing a correspondence relationship between the running mode and the engagement / release states of the clutches 2 and 3 and the brakes 7 and 8. In the engagement table, the first clutch 2 is described as “C1”, the second clutch 3 as “C2”, the first brake 7 as “B1”, and the second brake 8 as “B2”. A white circle in each column of the engagement table indicates engagement, and a blank column indicates release. As shown in FIG. 2, the vehicle 100 of the present embodiment has three modes, EV_A (first EV) mode, EV_B (second EV) mode, and EV_split (third EV) mode, as EV travel modes. .

(EV_A mode)
The EV_A mode is an EV traveling mode in which the first rotating electrical machine MG1 can travel using the power source. In the EV_A mode, as shown in FIG. 2, the second brake 8 is engaged, and the clutches 2, 3 and the first brake 7 are released. When the second brake 8 is engaged, the rotation of the second rotating electrical machine MG2 and the ring gear 13 is restricted. Accordingly, the ring gear 13 functions as a reaction force receiver with respect to the output torque of the first rotating electrical machine MG1, and causes the torque of the first rotating electrical machine MG1 to be output from the carrier 14 to the drive wheels 23. The first rotating electrical machine MG1 can generate a driving force in the forward direction on the drive wheels 23 by outputting a positive torque and rotating in the forward direction. Here, the positive rotation is rotation in the same direction as the rotation direction of the carrier 14 when the vehicle 100 moves forward, and the positive torque indicates torque in the positive rotation direction.

(EV_B mode)
The EV_B mode is an EV traveling mode in which the second rotating electrical machine MG2 can travel using the power source. In the EV_B mode, as shown in FIG. 2, the first brake 7 is engaged, and the clutches 2, 3 and the second brake 8 are released. Since the first brake 7 is engaged, the rotation of the first rotating electrical machine MG1 and the sun gear 11 is restricted. Accordingly, the sun gear 11 functions as a reaction force receiver with respect to the output torque of the second rotating electrical machine MG2, and causes the torque of the second rotating electrical machine MG2 to be output from the carrier 14 to the drive wheels 23.

(EV_split mode)
The EV_split mode is an EV traveling mode in which traveling can be performed using the first rotating electrical machine MG1 and the second rotating electrical machine MG2 as power sources. In the EV_split mode, as shown in FIG. 2, the clutches 2 and 3 and the brakes 7 and 8 are all released. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 can each output torque and transmit the torque to the drive wheels 23 via the carrier 14. In the EV_split mode, the rotation speeds of the first rotary electric machine MG1 and the second rotary electric machine MG2 can be arbitrarily determined with respect to the rotation speed of the output shaft. In the EV_split mode, the output torque of the first rotating electrical machine MG1 and the output torque of the second rotating electrical machine MG2 with respect to the torque to be output from the carrier 14 are determined according to the gear ratio (planetary ratio).

  In the EV_A mode, the sun gear 11 is an input element, and in the EV_B mode, the ring gear 13 is an input element. Thereby, in the EV_A mode, power is transmitted at a lower gear ratio than in the EV_B mode.

  The HV traveling is a traveling mode in which the vehicle 100 travels using the engine 1 as a power source. In the vehicle 100 of the present embodiment, as shown in FIG. 2, HV_A (first HV) mode, HV_B (second HV) mode, HV_direct connection (third HV) mode, HV_Low split (fourth) HV) mode, and HV_High split (fifth HV) mode.

(HV_A mode)
The HV_A mode is an HV travel mode in which the engine 1 and the first rotating electrical machine MG1 can travel using the power source. In the HV_A mode, as shown in FIG. 2, the first clutch 2 and the second brake 8 are engaged, and the second clutch 3 and the first brake 7 are released. Since the second brake 8 is engaged, the rotation of the second rotating electrical machine MG2 and the ring gear 13 is restricted. Further, since the first clutch 2 is engaged, the engine 1, the sun gear 11, and the first rotating electrical machine MG1 are connected. The ring gear 13 whose rotation is restricted functions as a reaction force receiver for the output torque of the engine 1 and the first rotating electrical machine MG1, and causes the torque of the engine 1 and the first rotating electrical machine MG1 to be output from the carrier 14 to the drive wheels 23. .

(HV_B mode)
The HV_B mode is an HV travel mode in which the engine 1 and the second rotating electrical machine MG2 can travel using the power source. In the HV_B mode, as shown in FIG. 2, the second clutch 3 and the first brake 7 are engaged, and the first clutch 2 and the second brake 8 are released. Since the first brake 7 is engaged, the rotation of the first rotating electrical machine MG1 and the sun gear 11 is restricted. Further, since the second clutch 3 is engaged, the engine 1, the ring gear 13, and the second rotating electrical machine MG2 are connected. The sun gear 11 whose rotation is restricted functions as a reaction force receiver for the output torque of the engine 1 and the second rotating electrical machine MG2, and outputs the torque of the engine 1 and the second rotating electrical machine MG2 from the carrier 14 to the drive wheels 23.

(HV_Direct connection mode)
The HV_direct connection mode is an HV traveling mode in which traveling can be performed using the engine 1, the first rotating electrical machine MG1, and the second rotating electrical machine MG2. In the HV_direct connection mode, as shown in FIG. 2, the first clutch 2 and the second clutch 3 are engaged, and the first brake 7 and the second brake 8 are released. Since the clutches 2 and 3 are engaged, the engine 1 is connected to the sun gear 11 and the first rotating electrical machine MG1, and is connected to the ring gear 13 and the second rotating electrical machine MG2. That is, in the HV_direct connection mode, the torque of the engine 1 is input to the planetary gear mechanism 10 from each of the sun gear 11 and the ring gear 13. Further, since the clutches 2 and 3 are engaged, the first input shaft 4 and the second input shaft 5 are connected and rotate integrally. That is, the sun gear 11 and the ring gear 13 are directly connected and rotate at the same speed. Therefore, in the HV_direct connection mode, the planetary gear mechanism 10 does not rotate differentially and transmits the rotation of the engine 1 to the carrier 14 as it is. In the HV_direct connection mode, the vehicle 100 is caused to travel by the torque of the engine 1, or the vehicle 100 is caused to travel by the torque of at least one of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 in addition to the torque of the engine 1. You can also.

(HV_Low split mode)
The HV_Low split mode is an HV traveling mode in which the engine 1, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 can travel using the power source. In the HV_Low split mode, as shown in FIG. 2, the first clutch 2 is engaged, and the second clutch 3, the first brake 7 and the second brake 8 are released. Since the first clutch 2 is engaged, the engine 1 is connected to the sun gear 11 and the first rotating electrical machine MG1. That is, the torque of the engine 1 is input to the sun gear 11. The second rotating electrical machine MG2 can output a forward torque to the driving wheel 23 from the carrier 14 together with the engine 1 by outputting a positive torque. The first rotating electrical machine MG1 can output positive torque to drive the vehicle 100 forward, consume part of the engine torque to generate electric power, or idle.

(HV_High split mode)
The HV_High split mode is an HV traveling mode in which the engine 1, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 can travel using the power source. In the HV_High split mode, as shown in FIG. 2, the second clutch 3 is engaged, and the first clutch 2, the first brake 7, and the second brake 8 are released. Since the second clutch 3 is engaged, the engine 1 is connected to the ring gear 13 and the second rotating electrical machine MG2. That is, the torque of the engine 1 is input to the ring gear 13. The first rotating electrical machine MG1 can output a positive torque and transmit a driving force in the forward direction from the carrier 14 to the driving wheel 23 together with the engine 1. The second rotating electrical machine MG2 can output positive torque to drive the vehicle 100 forward, consume part of the engine torque to generate electric power, or idle.

  The ECU 50 can switch the traveling mode based on the traveling state. The ECU 50 selects the travel mode based on, for example, the driver's required power, vehicle speed, battery state of charge SOC, and the like. Here, when the traveling mode is switched, there is a possibility that the driving force may be lost after the traveling mode is switched. For example, when the target torque of the rotating electrical machine after the switching of the running mode exceeds the torque that can be output, the driving force is lost and the drivability is reduced. Such loss of driving force is likely to occur when the input element is switched from one of the sun gear 11 and the ring gear 13 to the other. As an example, when the mode is switched from the EV_A mode using the first rotating electrical machine MG1 to the EV_B mode using the second rotating electrical machine MG2 as a power source, output is possible with respect to the target torque of the second rotating electrical machine MG2 after switching. When the torque is insufficient, the driving force is lost.

  The vehicle control device 1-1 of the present embodiment permits the mode switching between the predetermined modes when a predetermined condition is satisfied. Specifically, any mode of (EV_A mode, HV_A mode, HV_Low split mode) mode group (hereinafter simply referred to as “first mode group”), and (EV_B mode, HV_B mode, HV_High split mode) ) Mode group (hereinafter simply referred to as “second mode group”) is allowed to switch to any mode.

  The first mode group includes an EV traveling mode (EV_A mode) using the first rotating electrical machine MG1 as a power source and an HV traveling mode (HV_A mode, HV_Low split mode) in which the sun gear 11 and the engine 1 are connected. That is, the first mode group includes a mode in which the sun gear 11 is an input element (EV_A mode, HV_A mode) in the EV travel mode and the HV travel mode, the sun gear 11 is connected to the engine 1, and the sun gear 11 and the ring gear 13 The sun gear 11 includes an HV traveling mode (HV_Low split mode) in which the main input element is used.

  The second mode group includes an EV traveling mode (EV_B mode) using the second rotating electrical machine MG2 as a power source and an HV traveling mode (HV_B mode, HV_High split mode) in which the ring gear 13 and the engine 1 are connected. That is, the second mode group includes a mode in which the ring gear 13 is used as an input element (EV_B mode, HV_B mode) in the EV travel mode and the HV travel mode, the ring gear 13 is connected to the engine 1, and the sun gear 11 and the ring gear 13. Among them, the ring gear 13 includes an HV travel mode (HV_High split mode) in which the main input element is used.

The predetermined condition of the present embodiment includes all the following conditions (a) to (c).
(A) “| torque of first rotating electrical machine MG1 | = ρ × | torque of second rotating electrical machine MG2” is possible.
Note that ρ is the planetary ratio of the planetary gear mechanism 10 and is represented by the following formula (1).
ρ = number of sun gear teeth / number of ring gear teeth (1)
For example, when switching the mode from the EV_A mode to the EV_B mode, the target torque of the first rotating electrical machine MG1 based on the required power in the EV_A mode is T1, and the target torque of the second rotating electrical machine MG2 based on the required power in the EV_B mode after the mode switching Is set to T2, the following formula (2) is satisfied, and the condition (a) is satisfied when the target torque T2 is a torque that can be output from the second rotating electrical machine MG2.
T1 = ρ × T2 (2)

  That is, when both the rotating electrical machine of the power source before the mode switching and the rotating electrical machine of the power source after the mode switching can output the target torque based on the torque to be output to the carrier 14, the condition (a) It is filled. In other words, the condition (a) is a condition that the first rotating electrical machine MG1 and the second rotating electrical machine MG2 can output an equivalent torque to the carrier 14 in accordance with the gear ratio between the sun gear 11 and the ring gear 13. is there. The fact that the condition of (a) is satisfied is that, among the first rotating electrical machine MG1 and the second rotating electrical machine MG2, the rotating electrical machine of the power source before mode switching and the rotating electrical machine of the power source after mode switching are equivalent to the carrier 14. Indicates that torque can be output.

(B) The number of rotations of the first rotating electrical machine MG1 and the number of rotations of the second rotating electrical machine MG2 after mode switching are each equal to or less than the allowable number of rotations.
The allowable rotational speed in the condition (b) is the maximum value of the rotational speed (absolute value) allowed in each rotating electrical machine MG1, MG2. That is, the number of rotations of the first rotating electrical machine MG1 and the number of rotations of the second rotating electrical machine MG2 after the mode switching are permissible rotational speeds, and the rotating electrical machines MG1 and MG2 can operate without limiting the rotational speed. When it is predicted that the condition is present, the condition (b) is satisfied. Note that the condition (b) may satisfy the following expression (3).
| Rotational speed of first rotating electrical machine MG1 | =
(1 / ρ) × | number of rotations of second rotating electrical machine MG2 | ... (3)

(C) Each element rotation speed after mode switching is smaller than the allowable rotation speed of each element.
Each element of the condition (c) is, for example, a rotating element such as the sun gear 11, the pinion gear 12, the ring gear 13, and the carrier 14 of the planetary gear mechanism 10. Each element has a permissible rotational speed as the maximum permissible rotational speed (absolute value). That is, when the rotation speed of each element of the planetary gear mechanism 10 after mode switching is an allowable rotation speed, and the absolute value of the rotation speed of each element is predicted not to exceed the allowable rotation speed, (c) The condition is met.

  FIG. 3 is a flowchart relating to determination of whether or not mode switching is possible. The ECU 50 determines whether or not to allow mode switching based on the flowchart shown in FIG.

  First, in step S1, the ECU 50 determines whether or not a switching flag between the mode of the first mode group and the mode of the second mode group is established. For example, the ECU 50 determines the necessity of mode switching and the mode after switching based on the driver's required power. The required power is calculated based on the accelerator opening and the like. As a result of the determination in step S1, if it is determined that the switching flag between the mode of the first mode group and the mode of the second mode group is established (step S1-Y), the process proceeds to step S2, otherwise (step S1). Step S1 is repeated in S1-N).

In step S2, the ECU 50 determines whether or not the following formula (4) is established. | Torque that can be generated by the first rotating electrical machine MG1 | =
ρ × | torque that can be generated by the second rotating electrical machine MG2 | (4)
When the (main) power source is switched between the first rotating electrical machine MG1 and the second rotating electrical machine MG2 before and after the mode switching, the ECU 50 is required to have the rotating electrical machine serving as the (main) power source after the switching. It is determined whether or not torque can be generated. The main power source is the rotating electrical machine having the larger output torque of the first rotating electrical machine MG1 or the second rotating electrical machine MG2.

  As a result of the determination in step S2, if it is determined that the above expression (4) is established (step S2-Y), the process proceeds to step S3. If not (step S2-N), the process proceeds to step S1. That is, if a negative determination is made in step S2, mode switching related to the switching flag established in step S1 is not permitted.

  In step S3, the ECU 50 determines whether or not the number of rotations of the first rotating electrical machine MG1 and the number of rotations of the second rotating electrical machine MG2 after the mode switching are less than or equal to the allowable number of rotations. As a result of the determination in step S3, if it is determined that the number of rotations of the first rotating electrical machine MG1 and the number of rotations of the second rotating electrical machine MG2 after the mode switching are less than or equal to the allowable number of rotations (step S3-Y), step The process proceeds to S4, and if not (step S3-N), the process proceeds to step S1. That is, when a negative determination is made in step S3, mode switching related to the switching flag established in step S1 is not permitted.

  In step S4, the ECU 50 determines whether or not each element rotational speed after mode switching is smaller than each element allowable rotational speed. As a result of the determination in step S4, when it is determined that each element rotation speed after mode switching is smaller than each element allowable rotation speed (step S4-Y), the process proceeds to step S5, and otherwise (step S4). In S4-N), the process proceeds to step S1. That is, when a negative determination is made in step S4, mode switching related to the switching flag established in step S1 is not permitted.

  In step S5, the ECU 50 performs mode switching control. The ECU 50 executes mode switching related to the switching flag established in step S1. When step S5 is executed, this control flow ends.

  According to the mode switching determination described with reference to FIG. 3, driving force loss due to insufficient torque and output of the rotating electrical machines MG <b> 1 and MG <b> 2 is suppressed before the mode switching. Further, over-rotation of each element of the rotary electric machines MG1 and MG2 and the planetary gear mechanism 10 after the mode switching is suppressed in advance. Therefore, a decrease in drivability during mode switching is suppressed.

  The vehicle control device 1-1 of the present embodiment can start the engine 1 by the first start or the second start when shifting from EV travel to HV travel.

(First start)
In the first start, the rotating electrical machines MG1 and MG2 that are rotating out of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are connected to the stopped engine 1 via the clutches 2 and 3, and the engine 1 is rotated. This is a starting method for starting the engine 1. The stop state of the engine 1 indicates a state where the engine 1 stops rotating. 8 to 10 are collinear diagrams related to the description of the first start from the EV_A mode. In each collinear diagram, reference numeral S1 denotes a sun gear 11, C1 denotes a carrier 14, and R1 denotes a ring gear 13. FIG. 8 is an explanatory diagram of the first start in the EV_A mode, FIG. 9 is a view after the engine start of the first start in the EV_A mode, and FIG. 10 is a diagram showing the HV_Low split mode.

  When the engine 1 is first started during traveling in the EV_A mode, by engaging the first clutch 2 as shown in FIG. 8, the first rotating electrical machine MG1 and the engine that are rotating forward by outputting positive torque are shown. 1 is connected. At this time, the first clutch 2 is engaged while sliding. The engine 1 is cranked by the torque transmitted from the first rotating electrical machine MG1 and the sun gear 11 via the first clutch 2, and the engine speed increases as shown in FIG. When the engine speed increases, the ECU 50 supplies the fuel and fires to complete the engine start (FIG. 9). After the engine is started, for example, it is possible to shift to the HV_Low split mode as shown in FIG.

  In the first start, the clutches 2 and 3 are engaged, and the engine speed is increased toward the rotational speed on the drive wheel 23 side. In the following description, the first start is also referred to as “push (start)”.

(Second start)
The second start is a start in which the stopped rotating electrical machine and the stopped engine 1 of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are connected and the engine 1 is rotated by the rotating electrical machine to start the engine 1. Is the method. The stopped state of rotating electrical machines MG1 and MG2 indicates a state where rotation of rotating electrical machines MG1 and MG2 is stopped, and includes a state where rotating electrical machines MG1 and MG2 are controlled to 0 rotation. 5 to 7 are explanatory diagrams of the second start from the EV_A mode. FIG. 5 is a diagram illustrating a start time of the second start in the EV_A mode, FIG. 6 is a diagram illustrating the engine start time in the second start in the EV_A mode, and FIG. 7 is a diagram illustrating the HV_High split mode.

  When the engine 1 is second-started during traveling in the EV_A mode, the stopped second rotating electrical machine MG2 and the engine 1 are connected by engaging the second clutch 3 as shown in FIG. The ECU 50 engages the second clutch 3 and releases the second brake 8 to allow the second rotating electrical machine MG2 and the ring gear 13 to rotate. Further, the second rotating electrical machine MG2 is caused to output a positive torque and rotate in the forward direction. Thereby, as shown in FIG. 6, the engine 1 rotates with the second rotating electrical machine MG2. When the engine speed increases, the ECU 50 supplies fuel and fires to complete the engine start. After the engine is started, for example, as shown in FIG. 7, it is possible to shift to the HV_High split mode.

  In the second start, the rotating electrical machines MG1 and MG2 and the engine 1 are stopped and the clutches 2 and 3 are engaged, and the engine speed increases while the rotational speeds of the rotating electrical machines MG1 and MG2 are synchronized with the engine speed. . In the following description, the second start is also referred to as a synchronous start.

  In the first start, the rotation of the engine 1 is increased by connecting the rotating electric machine and the engine 1 via the clutches 2 and 3. Therefore, the acceleration response can be improved while suppressing the time required for starting the engine. On the other hand, a shock may occur when the clutch is engaged. In the second start, the rotation is increased by synchronizing the rotation of the rotating electrical machine and the engine rotation from the stopped state. Therefore, although the time required for starting the engine becomes long, there is an advantage that the engine 1 can be started while suppressing the shock.

  The vehicle control device 1-1 of the present embodiment determines a starting method of the engine 1 and a travel mode after switching based on the driver's required power. Thereby, it is possible to select an engine start method and a travel mode that match the driver's feeling. FIG. 4 is a flowchart relating to determination of the engine start method and the travel mode. In addition, the determination threshold value of the required power in the flowchart of FIG. 4 satisfies the relationship of first threshold value P1 <second threshold value P2 <third threshold value P3 <fourth threshold value P4.

  In step S10, the ECU 50 determines whether or not the current travel mode is the EV_A mode. As a result of the determination, if it is determined that the EV_A mode is set (step S10-Y), the process proceeds to step S11. If not (step S10-N), the process proceeds to step S17.

  In step S11, the ECU 50 determines whether or not the required power is greater than or equal to the second threshold value P2. The ECU 50 determines whether or not the driver's required power for the vehicle 100 is equal to or greater than a predetermined second threshold value P2. As a result of the determination in step S11, if it is determined that the required power is greater than or equal to the second threshold value P2 (step S11-Y), the process proceeds to step S12. If not (step S11-N), the process proceeds to step S15. .

  In step S12, the ECU 50 determines whether or not the required power is greater than or equal to the third threshold value P3. As a result of the determination, if it is determined that the required power is greater than or equal to the third threshold P3 (step S12-Y), the process proceeds to step S13, and if not (step S12-N), the process proceeds to step S16.

  In step S13, the ECU 50 determines whether or not the required power is greater than or equal to the fourth threshold value P4. As a result of the determination, if it is determined that the required power is greater than or equal to the fourth threshold value P4 (step S13-Y), the process proceeds to step S14, and if not (step S13-N), the process proceeds to step S16.

  In step S14, the ECU 50 performs engine start by pushing and switching to the HV_Low split mode. When the required power is equal to or higher than the fourth threshold value P4, the required power of the driver is at the highest level. Therefore, it is considered that switching to the HV_Low split mode capable of outputting high torque matches the driver's feeling. In addition, since a large acceleration is required, even if a shock due to the engine start is generated by the first start, it is easily accepted and it is considered that the driver does not feel uncomfortable.

  As described with reference to FIGS. 8 to 10, the ECU 50 engages while sliding the first clutch 2, thereby increasing the rotational speed of the engine 1 (FIG. 8) and starting the engine 1 ( FIG. 9). After the engine is started, the second brake 8 is released and the vehicle 100 is driven in the HV_Low split mode (FIG. 10). When step S14 is executed, this control flow ends.

  In step S15, the ECU 50 executes traveling in the EV_A mode. That is, during traveling in the EV_A mode, traveling in the EV_A mode is continued if the required power is less than the second threshold value P2. When step S15 is executed, this control flow ends.

  In step S16, the ECU 50 synchronously starts the engine and switches to the HV_High split mode. Although the required power is not the highest level but is a relatively high level, switching to the HV_High split mode is considered to match the driver's feeling. Further, since maximum acceleration is not required, it is considered that suppressing the occurrence of shock by the second start fits the driver's feeling.

  As described with reference to FIGS. 5 to 7, the ECU 50 engages the second clutch 3 to connect the engine 1 and the second rotating electrical machine MG2 (FIG. 5) and releases the second brake 8. Then, the rotational speed of the second rotating electrical machine MG2 and the rotational speed of the engine 1 are increased in synchronization with the torque of the second rotating electrical machine MG2 (FIG. 6). When the start of the engine 1 is completed, the ECU 50 causes the vehicle 100 to travel in the HV_High split mode as shown in FIG. When step S16 is executed, the control flow ends.

  In step S17, the ECU 50 determines whether or not the required power is greater than or equal to the first threshold value P1. As a result of the determination, if it is determined that the required power is greater than or equal to the first threshold value P1 (step S17-Y), the process proceeds to step S18, and if not (step S17-N), the process proceeds to step S22.

  In step S18, the ECU 50 determines whether or not the required power is greater than or equal to the second threshold value P2. As a result of the determination, if it is determined that the required power is greater than or equal to the second threshold P2 (step S18-Y), the process proceeds to step S19, and if not (step S18-N), the process proceeds to step S23.

  In step S19, the ECU 50 determines whether or not the required power is greater than or equal to the third threshold value P3. As a result of the determination, if it is determined that the required power is greater than or equal to the third threshold value P3 (step S19-Y), the process proceeds to step S20, and if not (step S19-N), the process proceeds to step S24.

  In step S20, the ECU 50 determines whether or not the required power is greater than or equal to the fourth threshold value P4. As a result of the determination, if it is determined that the required power is greater than or equal to the fourth threshold P4 (step S20-Y), the process proceeds to step S21, and if not (step S20-N), the process proceeds to step S25.

  In step S21, the ECU 50 performs engine start by pushing and switching to the HV_Low split mode. For example, when the travel mode before switching is the EV_B mode, the ECU 50 performs engine start and mode switching as described with reference to FIGS. 14, 15, and 19. FIG. 14 is an explanatory diagram of the first start in the EV_B mode, FIG. 15 is a diagram illustrating the first start after the engine start in the EV_B mode, and FIG. 19 is a diagram illustrating the HV_Low split mode. The ECU 50 increases the rotational speed of the engine 1 by engaging the second clutch 3 while sliding (FIG. 14), and starts the engine 1 (FIG. 15).

  When engine 1 starts, ECU 50 switches engine 1 connected to second rotating electrical machine MG2 to first rotating electrical machine MG1. Specifically, the ECU 50 releases the first brake 7, synchronizes the rotation speed of the first rotating electrical machine MG1 with the engine rotation speed, releases the second clutch 3, and engages the first clutch 2. Thereby, as shown in FIG. 19, the engine 1 is connected to the first rotating electrical machine MG1, and the HV_Low split mode is realized. When step S21 is executed, this control flow ends.

  In step S22, the ECU 50 causes the vehicle 100 to travel in the EV_B mode or the EV_split mode. The ECU 50 selects the EV_B mode or the EV_split mode based on the traveling state and the like, and switches the mode to the selected traveling mode. When step S22 is executed, the control flow ends.

  In step S23, the ECU 50 switches to the EV_A mode. When step S23 is executed, this control flow ends.

  In step S24, the ECU 50 synchronously starts the engine and switches to the HV_High split mode. The ECU 50 performs engine start and mode switching as described with reference to FIGS. 11 to 13. FIG. 11 is an explanatory diagram of the second start in the EV_B mode, FIG. 12 is a diagram showing engine switching, and FIG. 13 is a diagram showing the HV_High split mode.

  In the EV_B mode shown in FIG. 11, the ECU 50 engages the first clutch 2 to connect the stopped engine 1 and the first rotating electrical machine MG1, and releases the first brake 7, so that the first rotating electrical machine The rotation of the engine 1 is increased by increasing the rotation of the MG1. When the engine 1 is started, the ECU 50 switches the engine 1 from the first rotating electrical machine MG1 to the second rotating electrical machine MG2. Specifically, as shown in FIG. 12, the first clutch 2 is released, and the second clutch 3 is engaged by synchronizing the engine speed and the rotation speed of the second rotating electrical machine MG2. Thereby, as shown in FIG. 13, HV_High split mode is implement | achieved. When step S24 is executed, this control flow ends.

  In step S25, the ECU 50 switches the engine to the HV_High split mode by pushing the engine. The ECU 50 performs engine start and mode switching as described with reference to FIGS. 14 to 16. FIG. 16 is a diagram illustrating the HV_High split mode.

  The ECU 50 increases the rotational speed of the engine 1 by engaging the second clutch 3 while sliding (FIG. 14), and starts the engine 1 (FIG. 15). The ECU 50 releases the first brake 7 when the engine 1 is started. Thus, the HV_High split mode is realized as shown in FIG. When step S25 is executed, the control flow ends.

  As described above, when the vehicle control device 1-1 of the present embodiment shifts from EV traveling to HV traveling, the driver's required power is equal to or greater than a predetermined value (fourth threshold value P4) (S13-Y, S20- If Y), the engine 1 is started by the first start. As a result, when the required power is large, the engine 1 can be quickly started and accelerated, and drivability can be improved.

  Further, when the vehicle control device 1-1 shifts from EV traveling to HV traveling, the engine 1 is started by the second start if the required power is less than a predetermined value (S12-N, S13-N, S19-N). To do. As a result, it is possible to suppress a shock at the time of starting the engine and prevent the driver from feeling uncomfortable.

  Even if the required power is less than the predetermined value (S20-N), the engine 1 may be started by the first start. For example, a negative determination is made in step S20 during traveling in the EV_B mode, and the mode is switched to the HV_High split mode. In this case, the input element before switching is the ring gear 13, and the engine connection element (main input element) after switching is also the ring gear 13. For this reason, when the ring gear 13 and the engine 1 are connected and the first start is performed, the connection of the engine 1 does not occur, and the time required for mode switching is shorter than when the second start is performed.

  When performing the second start, connecting the engine 1 to the sun gear 11 and increasing the rotational speed of the engine 1 together with the first rotating electrical machine MG1 increases the time required for the engine start compared to the first start. Further, after the engine is started, it takes time to change the engine 1 from the sun gear 11 to the ring gear 13. For this reason, the time required for the mode switching from the EV mode to the HV mode becomes long, and there is a possibility that the acceleration responsiveness is lowered. On the other hand, if the engine 1 is started by the first start when the required power is greater than or equal to the second predetermined value (third threshold value P3), the time required for mode switching is shortened, and drivability is improved. The decrease can be suppressed.

  As described above, in this embodiment, when shifting from EV traveling to HV traveling and the required power is less than a predetermined value, the rotation of the sun gear 11 and the ring gear 13 to which power is input before the transition. A technique for selecting a first start or a second start based on whether or not an element and a rotating element to which power is input after transition is different is disclosed. Also disclosed is a technique for selecting the first start or the second start based on the magnitude of the required power when the required power is less than a predetermined value.

  Further, switching from the EV_B mode or the EV_split mode to the EV_A mode is executed when the required power is equal to or higher than the first threshold value P1 (S17-Y). In other words, at low loads, switching between EV travel modes is performed and engine driving is prohibited. Thereby, the average engine thermal efficiency can be improved. It is possible to suppress an increase in the number of engine starts.

  The switching from the EV_A mode to the HV traveling mode is executed when the required power is equal to or greater than the second threshold value P2 (S11-Y). By appropriately determining the second threshold value P2, a decrease in acceleration performance due to insufficient power of the rotating electrical machine is suppressed.

  When the switching condition from the EV traveling mode to the HV traveling mode is satisfied and the required power does not satisfy the third threshold value P3 or more, switching from the EV_each mode to the HV_High split mode is performed through the second start. As a result, the occurrence of engine start shock during slow acceleration is suppressed.

  When the switching condition from the EV driving mode to the HV driving mode is satisfied and the required power does not satisfy the fourth threshold P4 or more, the EV_A mode is switched to the HV_High split mode through the second start, and the EV_B mode / EV_ From the split mode, switching to the HV_High split mode is executed after the first start. As a result, the engine start time is expected to be shortened during acceleration, and the acceleration performance is improved. Further, it is assumed that the gear ratio predicted after engine startup is relatively in the high gear direction. For this reason, the HV_High split mode in which the theoretical efficiency at the high gear ratio is higher than that in the HV_Low split mode is selected.

  When the switching condition from the EV traveling mode to the HV traveling mode is satisfied and the required power satisfies the fourth threshold value P4 or more, switching from the EV_ mode to the HV_Low split mode is performed through the first start. As a result, the engine start time is expected to be shortened during acceleration, and the acceleration performance is improved. Further, when the required power is equal to or greater than the fourth threshold value P4, a rapid acceleration state such as WOT acceleration is assumed. For this reason, the HV_Low split mode with high efficiency in the low-side gear ratio is selected.

  Further, the HV_Low split mode is less likely than the HV_High split mode to travel in the Low gear due to the allowable rotational speed limit of each part such as the rotating electrical machines MG1, MG2. For this reason, the HV_Low split mode is advantageous in the rapid acceleration state.

  Further, the determination threshold for the required power satisfies the relationship of first threshold P1 <second threshold P2 <third threshold P3 <fourth threshold P4. Therefore, it is possible to select the engine starting method and mode so as to suit the driver's feeling, and it is expected that merchantability will be improved by improving drivability.

  As will be described with reference to FIGS. 17 to 19, the engine 1 can be synchronously started from the EV_B mode to shift to the HV_Low split mode. FIG. 17 is an explanatory diagram of the second start in the EV_B mode, and FIG. 18 is a diagram showing the engine after the second start in the EV_B mode.

  When performing the synchronous start (second start) of the engine 1 from the EV_B mode, the ECU 50 engages the first clutch 2 (FIG. 17), releases the first brake 7, and generates the first torque by the torque of the first rotating electrical machine MG1. The rotational speeds of the single-rotary electric machine MG1 and the engine 1 are increased (FIG. 18). When the start of the engine 1 is completed, the ECU 50 causes the vehicle 100 to travel in the HV_Low split mode (FIG. 19).

  When the mode before switching is the EV_split mode, the ECU 50 can perform engine start and mode switching as will be described below.

(EV_split mode → engine synchronous start → HV_High split mode)
When starting the engine from the EV_split mode by the second start and switching to the HV_High split mode, the ECU 50 performs engine start and mode switching as will be described with reference to FIGS. 20 is an explanatory diagram of the second start in the EV_split mode, FIG. 21 is a view after the engine start of the second start in the EV_split mode, and FIG. 22 is a diagram showing the HV_High split mode.

  When performing the second start from the EV_split mode, the ECU 50 first sets the rotation speed of the second rotary electric machine MG2 to 0 and synchronizes the second rotary electric machine MG2 with the engine speed. When the rotation speed of the second rotating electrical machine MG2 becomes 0, the ECU 50 engages the second clutch 3 to connect the engine 1 and the second rotating electrical machine MG2 (FIG. 20). Next, the ECU 50 starts the engine 1 by increasing the rotational speeds of the second rotating electrical machine MG2 and the engine 1 by the torque of the second rotating electrical machine MG2 (FIG. 21). When the start of the engine 1 is completed, the ECU 50 causes the vehicle 100 to travel in the HV_High split mode (FIG. 22).

(EV_split mode → engine push start → HV_High split mode)
When starting the engine 1 by the first start from the EV_split mode and switching to the HV_High split mode, the ECU 50 performs engine start and mode switching as described with reference to FIGS. FIG. 23 is an explanatory diagram of the first start in the EV_split mode, FIG. 24 is a view after the engine start of the first start in the EV_split mode, and FIG. 25 is a diagram showing the HV_High split mode.

  When performing the first start from the EV_split mode, the ECU 50 engages the second clutch 3 while sliding. As a result, the engine speed increases as shown in FIG. When the engine speed increases, the ECU 50 supplies and fires fuel to the engine 1 to complete the engine start (FIG. 24). When the engine start is completed, ECU 50 causes vehicle 100 to travel in the HV_High split mode.

(EV_split mode → engine push start → HV_Low split mode)
When starting the engine 1 by the first start from the EV_split mode and switching to the HV_Low split mode, the ECU 50 performs engine start and mode switching as described with reference to FIGS. FIG. 26 is an explanatory diagram of the first start in the EV_split mode, FIG. 27 is a view after the engine start of the first start in the EV_split mode, and FIG. 28 is a diagram showing the HV_Low split mode.

  When performing the first start from the EV_split mode, the ECU 50 can connect the first rotating electrical machine MG1 and the engine 1 instead of connecting the second rotating electrical machine MG2 and the engine 1 (FIG. 23). . In this way, it is possible to shift to the HV_Low split mode without switching the engine 1. As shown in FIG. 26, the ECU 50 engages the first clutch 2 while sliding to increase the engine speed. When the engine speed increases, the ECU 50 supplies and fires fuel to the engine 1 to complete the engine start (FIG. 27). When the engine start is completed, ECU 50 causes vehicle 100 to travel in the HV_Low split mode (FIG. 28).

  As will be described below, when shifting from the EV traveling mode to the HV traveling mode, the traveling mode after the transition can be set to the HV_direct connection mode. In this case, the engine start is preferably a second start.

(EV_A mode → engine synchronous start → HV_ direct connection mode)
When starting the engine 1 by the second start from the EV_A mode and switching to the HV_direct connection mode, the ECU 50 performs engine start and mode switching as described with reference to FIGS. 29 to 31. FIG. 29 is a diagram at the start of the second start in the EV_A mode, FIG. 30 is a diagram at the time of the engine start of the second start in the EV_A mode, and FIG. 31 is a diagram illustrating the HV_direct connection mode.

  When performing the second start from the EV_A mode, the ECU 50 engages the second clutch 3 to connect the second rotating electrical machine MG2 and the engine 1 as shown in FIG. Next, the ECU 50 releases the second brake 8 and starts the engine 1 by increasing the rotational speeds of the second rotating electrical machine MG2 and the engine 1 by the torque of the second rotating electrical machine MG2, as shown in FIG. When the engine 1 is started, the ECU 50 engages the first clutch 2 by synchronizing the rotational speed of the first rotating electrical machine MG1 and the rotational speed of the second rotating electrical machine MG2. Thereby, as shown in FIG. 31, HV_direct connection mode is implement | achieved.

(EV_B mode → engine synchronous start → HV_ direct connection mode)
When starting the engine 1 by the second start from the EV_B mode and switching to the HV_direct connection mode, the ECU 50 performs engine start and mode switching as described with reference to FIGS. 32 to 34. FIG. 32 is a diagram at the time of starting the second start in the EV_B mode, FIG. 33 is a diagram at the time of starting the engine in the second start in the EV_B mode, and FIG. 34 is a diagram illustrating the HV_direct connection mode.

  When performing the second start from the EV_B mode, the ECU 50 engages the first clutch 2 to connect the first rotating electrical machine MG1 and the engine 1 as shown in FIG. Next, ECU 50 releases first brake 7 and starts engine 1 by increasing the rotational speeds of first rotating electrical machine MG1 and engine 1 by the torque of first rotating electrical machine MG1 as shown in FIG. When the engine 1 is started, the ECU 50 engages the second clutch 3 by synchronizing the rotational speed of the first rotating electrical machine MG1 and the rotational speed of the second rotating electrical machine MG2. Thereby, as shown in FIG. 34, the HV_direct connection mode is realized.

(EV_split mode → engine synchronous start → HV_ direct connection mode)
When starting the engine 1 by the second start from the EV_split mode and switching to the HV_direct connection mode, the ECU 50 performs engine start and mode switching as described with reference to FIGS. 35 is a diagram at the time of starting the second start in the EV_split mode, FIG. 36 is a diagram at the time of starting the engine in the second start in the EV_split mode, and FIG. 37 is a diagram showing the HV_direct connection mode.

  When performing the second start from the EV_split mode, ECU 50 connects engine 1 to either first rotating electrical machine MG1 or second rotating electrical machine MG2. Here, a case where the first rotating electrical machine MG1 and the engine 1 are connected will be described as an example. The ECU 50 engages the first clutch 2 in synchronization with the rotation speed of the first rotating electrical machine MG1 at 0 rotation, and connects the first rotating electrical machine MG1 and the engine 1. Next, ECU 50 releases first brake 7 and starts engine 1 by increasing the rotational speeds of first rotating electrical machine MG1 and engine 1 by the torque of first rotating electrical machine MG1 as shown in FIG. When the engine 1 is started, the ECU 50 engages the second clutch 3 by synchronizing the rotational speed of the first rotating electrical machine MG1 and the rotational speed of the second rotating electrical machine MG2. Thus, the HV_direct connection mode is realized as shown in FIG.

  The contents disclosed in the above embodiments can be executed in appropriate combination.

1-1 Vehicle control device 1 Engine 2 First clutch 3 Second clutch 7 First brake 8 Second brake 10 Planetary gear mechanism 11 Sun gear 12 Pinion gear 13 Ring gear 14 Carrier 15 Output gear 23 Drive wheel 50 ECU
100 vehicle MG1 first rotating electric machine MG2 second rotating electric machine

Claims (5)

Engine,
A first rotating element connected to the first rotating electrical machine, a second rotating element connected to the second rotating electrical machine, and a differential mechanism having a third rotating element as an output shaft,
When shifting from EV running using at least one of the first rotating electric machine and the second rotating electric machine as a power source without relying on the power of the engine, HV running using the engine as a power source is required by the driver. If the power is greater than or equal to a predetermined value, start the engine by the first start,
In the first start, the rotating electric machine that is rotating among the first rotating electric machine and the second rotating electric machine and the stopped engine are connected via a clutch, and the engine is started by rotating the engine. The vehicle control apparatus characterized by the above-mentioned. When shifting from the EV running to the HV running, if the required power is less than the predetermined value, the engine is started by a second start,
In the second start, the stopped rotating electric machine of the first rotating electric machine and the second rotating electric machine is connected to the stopped engine, and the engine is rotated by the rotating electric machine to start the engine. The vehicle control device according to claim 1. When shifting from the EV traveling to the HV traveling, and when the required power is less than the predetermined value, rotation of the first rotating element and the second rotating element to which power is input before shifting Based on whether the element and the rotating element to which power is input after transition are different, select the first start or the second start,
In the second start, the stopped rotating electric machine of the first rotating electric machine and the second rotating electric machine is connected to the stopped engine, and the engine is rotated by the rotating electric machine to start the engine. The vehicle control device according to claim 1. EV traveling mode using the first rotating electrical machine as a power source, HV traveling mode connecting the first rotating element and the engine, EV traveling mode using the second rotating electrical machine as a power source, and the second rotating element Switching to the HV driving mode in which the engine is connected is permitted when a predetermined condition is satisfied,
The predetermined condition is that, among the first rotating electric machine and the second rotating electric machine, the rotating electric machine of the power source before switching and the rotating electric machine of the power source after switching can output an equivalent torque to the third rotating element. Each of the differential mechanism after the switching of the traveling mode, the condition that the rotational speed of the first rotating electrical machine and the rotational speed of the second rotating electrical machine after the switching of the traveling mode are permissible rotational speeds, and The vehicle control device according to any one of claims 1 to 3, including a condition in which the number of rotations of the rotating element is an allowable number of rotations. Engine,
A first rotating element connected to the first rotating electrical machine, a second rotating element connected to the second rotating electrical machine, and a differential mechanism having a third rotating element as an output shaft,
EV traveling mode using the first rotating electrical machine as a power source, HV traveling mode connecting the first rotating element and the engine, EV traveling mode using the second rotating electrical machine as a power source, and the second rotating element Switching to the HV driving mode in which the engine is connected is permitted when a predetermined condition is satisfied,
The predetermined condition is that, among the first rotating electric machine and the second rotating electric machine, the rotating electric machine of the power source before switching and the rotating electric machine of the power source after switching can output an equivalent torque to the third rotating element. Each of the differential mechanism after the switching of the traveling mode, the condition that the rotational speed of the first rotating electrical machine and the rotational speed of the second rotating electrical machine after the switching of the traveling mode are permissible rotational speeds, and A vehicle control device comprising a condition that the number of rotations of the rotating element is an allowable number of rotations.

Images