JP2014189159A - Controller for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller that can accurately lock a differential mechanism while suppressing deterioration in fuel economy.SOLUTION: A controller is applied to a hybrid vehicle that includes an engine capable of performing a full-cylinder operation and a partial-cylinder operation and a motor lock mechanism capable of switching the state of a power division mechanism between a differential state and a non-differential state. In switching from a travel mode in which the engine is in the full-cylinder operation and the power division mechanism is the differential state to a travel mode in which the engine is in the partial-cylinder operation and the power division mechanism is in the non-differential state (S5), a first sequence control to switch the power division mechanism to the non-differential state after switching the engine to the partial-cylinder operation is performed if rotational change of the engine is small (S8), and second sequence control to switch the engine to the partial-cylinder operation after switching the power division mechanism to the non-differential state is performed if the rotational change of the engine is large (S9).

Description

  The present invention relates to a control device applied to a hybrid vehicle including an engine and a motor / generator as a driving power source.

  Engine capable of switching the operation mode by switching the air-fuel ratio or changing the number of operating cylinders, a differential mechanism for distributing engine torque to the first motor / generator and the output unit, and a lock mechanism capable of locking the differential mechanism When the engine operation mode switch request and the differential mechanism lock request are made simultaneously, the engine operation mode switch and the differential mechanism lock are not performed simultaneously. There is known a control device to be implemented in (Patent Document 1).

JP 2009-40410 A

  The control device disclosed in Patent Document 1 avoids simultaneous switching of the operation mode of the engine and locking of the differential mechanism, and suppresses shock caused by switching of the travel mode. There was no special consideration for. When the engine operation mode is changed, the engine thermal efficiency is changed, so that the fuel consumption may be deteriorated depending on the order of switching the engine operation mode and locking the differential mechanism. Also, to lock the differential mechanism, it is necessary to perform the locking operation after synchronizing the rotational speeds of two elements that have a rotational speed difference. However, if the engine rotational fluctuation is large, it is difficult to determine the synchronization. It takes time to determine synchronization. In addition, when the engine rotational fluctuation is large, a shock may occur if the lock operation is performed without being synchronized.

  Accordingly, an object of the present invention is to provide a hybrid vehicle control device capable of accurately locking a differential mechanism while suppressing deterioration of fuel consumption.

  The control device according to the present invention includes an engine capable of switching an operation mode between a first operation mode and a second operation mode in which a rotation fluctuation is larger than the first operation mode, a first motor generator, and a drive wheel. An output unit for transmitting torque to the motor, a differential mechanism for distributing the torque of the engine to the first motor / generator and the output unit, a second motor / generator connected to the output unit, and Locking means capable of switching a differential mechanism between a differential state in which the torque of the engine is distributed to the first motor / generator and the output unit and a non-differential state in which the distribution is stopped. The engine is operated in the first operation mode, and the differential mechanism is in the differential operation mode, and the engine is in the second operation mode. And when the differential mechanism should be switched to the non-differential running mode, the differential mode is changed after the engine operating mode is switched from the first operating mode to the second operating mode. A first sequence control for switching the mechanism from the differential state to the non-differential state; and after switching the differential mechanism from the differential state to the non-differential state, the operation mode of the engine is changed to the first operation. And a second sequence control for switching from the mode to the second operation mode based on the operating state of the engine, wherein the first sequence control includes the second sequence control. The present invention is implemented in an operating state in which the engine rotational fluctuation is small compared to the engine operating state to be implemented.

  When the engine is operated in the first operation mode and the differential mechanism should be switched from the travel mode in the differential state to the travel mode in which the engine is operated in the second operation mode and the differential mechanism is in the non-differential state Is a case where the thermal efficiency of the engine after switching is better than the thermal efficiency of the engine before switching. And the electrical loss of a 1st motor generator can also be reduced by operating a differential mechanism in a non-differential state. However, there is a limit to the loss reduction effect due to the lock operation that operates the differential mechanism in the non-differential state. This is because even if the lock operation is not performed, the engine operating point is brought close to the non-differential operating point so that the rotation speed of the first motor / generator is controlled to be close to 0 and the electric loss of the first motor / generator is reduced. This is because it can be made equivalent to the non-differential state.

  Therefore, switching the engine operation mode from the first operation mode to the second operation mode is dominant for the improvement of the system efficiency accompanying the switching of the travel mode. Therefore, from the viewpoint of improving the system efficiency, it is desirable to perform the first sequence control in which the operation mode is switched first. However, since the second operation mode has a larger rotation fluctuation than the first operation mode, the engine rotation fluctuation increases by switching from the first operation mode to the second operation mode. The increase in the engine speed fluctuation causes the differential mechanism to delay the completion of switching from the differential state to the non-differential state, so that it is difficult to quickly perform the first sequence control depending on the engine operating state. there is a possibility.

  According to the control device of the present invention, the first sequence control is performed in an operating state in which the engine rotational fluctuation is smaller than the engine operating state in which the second sequence control is performed. Even if the engine rotational fluctuation increases by switching from the first operating mode to the second operating mode, the rotational fluctuation is larger than when switching from the first operating mode to the second operating mode in an operating state where the rotational fluctuation is large. The size is small. Therefore, since the delay of the lock operation for operating the differential mechanism to the non-differential state can be suppressed, priority can be given to the improvement of system efficiency. On the other hand, when the engine is in an operating state with a large engine speed fluctuation, the second sequence control is performed, so that the lock operation is performed before the engine speed fluctuation increases by switching from the first operating mode to the second operating mode. To be implemented. Therefore, since the synchronization control is facilitated, the lock operation for operating the differential mechanism to the non-differential state can be appropriately performed.

  As one aspect of the control device of the present invention, the engine has a plurality of cylinders, and a partial cylinder operation in which a part of the plurality of cylinders is deactivated and the remaining cylinders are operated is the second operation mode. As an alternative, all-cylinder operation in which all cylinders of the plurality of cylinders are operated may be executed as the first operation mode, respectively (claim 2). According to this aspect, the fuel efficiency is improved by switching from full cylinder operation to partial cylinder operation.

  As described above, according to the present invention, the first sequence control is performed in an operating state in which the engine rotational fluctuation is small compared to the engine operating state in which the second sequence control is performed. The differential mechanism can be properly locked while suppressing the above-mentioned.

The figure which showed the whole structure of the vehicle to which the control apparatus of one form of this invention was applied. The figure which showed the driving mode which the vehicle of FIG. 1 implements at the time of a hybrid mode. The flowchart which showed the main routine of the control routine which concerns on one form of this invention. The figure explaining the operating point of an engine. The flowchart of the subroutine which showed an example of the 1st sequence control defined in FIG. The figure which showed the time change of the system efficiency at the time of 1st sequence control implementation. The figure which showed the operating point of the engine at the time of 1st sequence control implementation. The flowchart of the subroutine which showed an example of the 2nd sequence control defined in FIG. The figure which showed the time change of the system efficiency at the time of 2nd sequence control implementation. The figure which showed the operating point of the engine at the time of 2nd sequence control implementation.

  As shown in FIG. 1, the vehicle 1 is configured as a hybrid vehicle in which a plurality of power sources are combined. The vehicle 1 includes an engine 3 and two motor generators 4 and 5 as driving power sources. The engine 3 is configured as an in-line four-cylinder internal combustion engine including four cylinders 10. The engine 3 can perform partial cylinder operation in which two of the four cylinders 10 are deactivated and the remaining two are operated in addition to the full cylinder operation in which all four cylinders 10 are operated. The engine 3 that performs the partial cylinder operation corresponds to being downsized to a low displacement engine.

  The engine 3 and the first motor / generator 4 are connected to a power split mechanism 6 as a differential mechanism. The first motor / generator 4 has a stator 4a and a rotor 4b. The first motor / generator 4 functions as a generator that generates power by receiving the power of the engine 3 distributed by the power split mechanism 6 and also functions as an electric motor driven by AC power. Similarly, the second motor / generator 5 includes a stator 5a and a rotor 5b, and functions as an electric motor and a generator, respectively. Each motor / generator 4, 5 is connected to a battery 16 via a motor control device 15. The motor control device 15 converts the electric power generated by each motor / generator 4, 5 into direct current and stores it in the battery 16, and converts the electric power of the battery 16 into alternating current and supplies it to each motor / generator 4, 5.

  The power split mechanism 6 is configured as a single pinion type planetary gear mechanism. The power split mechanism 6 is a planetary that holds a sun gear S as an external gear, a ring gear R as an internal gear arranged coaxially with the sun gear S, and a pinion P meshing with these gears S and R so as to be able to rotate and revolve. Carrier C. The engine torque output from the engine 3 is transmitted to the planetary carrier C of the power split mechanism 6. The rotor 4 b of the first motor / generator 4 is connected to the sun gear S of the power split mechanism 6. Torque output from the power split mechanism 6 via the ring gear R is transmitted to the output gear train 20. The output gear train 20 functions as an output unit for transmitting torque to the drive wheels 18. The output gear train 20 includes an output drive gear 21 that rotates integrally with the ring gear R of the power split mechanism 6, and an output driven gear 22 that meshes with the output drive gear 21. A second motor / generator 5 is connected to the output driven gear 22 via a gear 23. That is, the second motor / generator 5 is connected to an output gear train 20 as an output unit via a gear 23. The gear 23 rotates integrally with the rotor 5 b of the second motor / generator 5. Torque output from the output driven gear 22 is distributed to the left and right drive wheels 18 via the differential device 24.

  The power split mechanism 6 is provided with a motor lock mechanism 25 as a lock means. The motor lock mechanism 25 divides the state of the power split mechanism 6 into a differential state in which the torque of the engine 3 is distributed to the first motor / generator 4 and the output gear train 20 and a non-differential state in which the distribution is stopped. You can switch between them. The motor lock mechanism 25 is configured as a wet multi-plate type brake mechanism. The motor lock mechanism 25 is switched between an engaged state in which the rotation of the rotor 4b of the first motor / generator 4 is prevented and a released state in which the rotation of the rotor 4b is allowed. Switching between the engaged state and the released state of the motor lock mechanism 25 is performed by a hydraulic actuator (not shown). When the motor lock mechanism 25 is operated to the engaged state, the rotation of the rotor 4b of the first motor / generator 4 is prevented. Thereby, the rotation of the sun gear S of the power split mechanism 6 is also prevented. For this reason, the distribution of the torque of the engine 2 to the first motor / generator 4 is stopped, and the power split mechanism 6 enters a non-differential state.

  Control of each part of the vehicle 1 is controlled by an electronic control unit (ECU) 30 configured as a computer. The ECU 30 performs various controls on the engine 3, the motor / generators 4 and 5, the motor lock mechanism 25, and the like. Hereinafter, main control performed by the ECU 30 in relation to the present invention will be described. Various information on the vehicle 1 is input to the ECU 30. For example, the rotational speed and torque of each motor / generator 4, 5 are input to the ECU 30 via the motor control device 15. The ECU 30 also includes an output signal of an accelerator opening sensor 32 that outputs a signal corresponding to the amount of depression of the accelerator pedal 31, an output signal of a vehicle speed sensor 33 that outputs a signal corresponding to the vehicle speed of the vehicle 1, and a first signal. An output signal of a temperature sensor 34 that outputs a signal corresponding to the temperature of the motor / generator 4 is input. The ECU 30 calculates the required driving force requested by the driver with reference to the output signal of the accelerator opening sensor 32 and the output signal of the vehicle speed sensor 33, and performs various operations so that the system efficiency for the required driving force is optimized. The vehicle 1 is controlled while switching modes. For example, in the low load region where the thermal efficiency of the engine 3 is reduced, the EV mode in which the combustion of the engine 3 is stopped and the second motor / generator 5 is driven is selected. When the torque is insufficient with only the engine 3, the hybrid mode is selected in which the engine 3 and the second motor / generator 5 are used as a driving source for traveling.

  When the hybrid mode is selected, the ECU 30 sets the state of the power split mechanism 6 to the differential state and uses the power of the split engine 3 to generate power with the first motor / generator 4 and the power The state of the dividing mechanism 6 is switched to the non-differential state by operating the motor lock mechanism 25 to stop the distribution of the power of the engine 3 to the first motor / generator 4 and to output the power of the engine 3 to the output gear train 20. Switch to non-differential operation mode according to the situation. The switching from the differential operation mode to the non-differential operation mode is performed, for example, when the first motor / generator 4 exceeds the allowable limit and becomes high temperature or when the differential operation mode is performed, the first motor / generator 4 is switched. This is performed when so-called power circulation in which the rotation is negative and the system efficiency is deteriorated should be avoided.

  As described above, the engine 3 can perform partial cylinder operation and full cylinder operation. Therefore, as shown in FIG. 2, in the hybrid mode, (1) the differential operation mode in which the engine 3 is operated in all cylinders, (2) the differential operation mode in which the engine 3 is operated in partial cylinders, and (3) the engine 3 Are four non-differential operation modes in which all cylinders are operated, and (4) a non-differential operation mode in which the engine 3 is in partial cylinder operation. These travel modes are switched according to the required driving force. The present embodiment is characterized by control performed in the process of switching from the travel mode of (1) to the non-differential operation mode of partial cylinder operation of (4) during the execution of the differential operation mode of all cylinder operation of (1). There is.

  Whether or not to switch from the travel mode of (1) to the travel mode of (4) is determined based on the system efficiency corresponding to the required drive force, which is calculated by the ECU 30 based on the accelerator opening and the vehicle speed. to decide. That is, when the system efficiency is improved by switching to the travel mode (4) rather than continuing the travel mode (1) in order to achieve the required driving force, the ECU 30 starts from the travel mode (1) (4 ) Switch to the travel mode. The control for switching from the travel mode (1) to the travel mode (4) includes control via the travel mode (3) and control via the travel mode (2).

  That is, in the former control, after the operation mode of the engine 3 is switched from the full cylinder operation which is the first operation mode to the partial cylinder operation which is the second operation mode and is changed to the travel mode of (3), the power split mechanism 6 This corresponds to the first sequence control for switching from the differential state to the non-differential state. On the other hand, in the latter control, after the power split mechanism 6 is switched from the differential state to the non-differential state and transitioned to the travel mode (2), the operation mode of the engine 3 is switched from the full cylinder operation to the partial cylinder operation. It corresponds to 2 sequence control. The present embodiment is characterized in that the first sequence control and the second sequence control are selectively performed according to the operating state of the engine 3, and the feature points will be described below.

  FIG. 3 shows an example of a control routine executed by the ECU 30. The program of the control routine in FIG. 3 is read out in a timely manner and repeatedly executed at predetermined intervals. In step S1, the ECU 30 determines whether or not the operation mode of the engine 3 is all-cylinder operation. If the operation mode is all-cylinder operation, the process proceeds to step S2, and if not, the subsequent process is skipped and the current routine is terminated. In step S2, the ECU 30 determines whether or not the power split mechanism 6 is in the differential operation mode in the differential state. If it is in the differential operation mode, the process proceeds to step S3. If not, the subsequent process is skipped and the current routine is terminated. In step S3, the ECU 30 obtains the required driving force by calculation. The required driving force is calculated in consideration of the accelerator opening acquired based on the output signal of the accelerator opening sensor 32 and the vehicle speed acquired based on the output signal of the vehicle speed sensor 33.

  In step S4, the ECU 30 calculates the system efficiency before and after switching the travel mode. That is, the system efficiency when the required driving force is realized in the travel mode (1) and the system efficiency when the required driving force is realized in the travel mode (4) are calculated.

  As shown in FIG. 4, in the differential operation mode, the engine 3 is used for the operation line L1 for all-cylinder operation in which the operation point defined by the engine speed and the engine torque is set in advance or for the partial cylinder operation. The ECU 30 is controlled to move on the operation line L2. Corresponding to each operation line L1, L2, contour lines η1, η2 of the thermal efficiency of the engine 3 are set. The thermal efficiency of the engine 3 is higher as the operating point is closer to the centers c1 and c2 of the contour lines η1 and η2. For example, when the operating point of the engine 3 is at the point A, the system efficiency when realizing the required driving force in the travel mode of (1) is calculated based on the distance F1 from the point A to the center c1. Further, the system efficiency when the required driving force is realized in the travel mode (4) is calculated based on the distance F2 from the intersection X between the equal power line Lp and the operation line Lc in the non-differential state to the center c2. Is done.

  Returning to FIG. 3, in step S <b> 5, the ECU 30 determines whether to switch from the travel mode (1) to the travel mode (4). The ECU 30 compares the system efficiencies calculated in step S4, and the system efficiency is better when the mode is switched to the travel mode (4) than to maintain the travel mode (1) as shown in FIG. Make an affirmative decision. If the driving mode should be switched, the process proceeds to step S6. If not, the subsequent process is skipped and the current routine is terminated.

  In step S6, the ECU 30 acquires the operating state of the engine 3. The operating state of the engine 3 includes engine oil temperature, engine water temperature, fuel properties, outside air temperature, and the like. In addition, when an EGR device is mounted on the engine 3, whether or not the EGR control is performed is also acquired as an operation state. These are parameters or conditions that correlate with the rotational fluctuation of the engine 3. That is, when the engine oil temperature is lower than the predetermined threshold, when the engine water temperature is lower than the predetermined threshold, when the fuel property is deteriorated below the predetermined reference, when the outside air temperature is lower than the predetermined threshold, and the EGR control is performed. In the case of the inside, since the explosion fluctuation of the engine 3 becomes large, the rotational fluctuation becomes large. Therefore, in step S7, the ECU 30 determines whether or not the rotational fluctuation of the engine 3 is small. The ECU 30 determines that the rotational fluctuation is small when, for example, all the above conditions are denied. If the rotational fluctuation is small, the process proceeds to step S8 and the first sequence control is performed. On the other hand, when the rotational fluctuation is not small, that is, when the rotational fluctuation is large, the process proceeds to step S9 and the second sequence control is performed.

  The first sequence control is performed by the routine of FIG. In step S81, the ECU 30 switches the operation mode of the engine 3 from full cylinder operation to partial cylinder operation. In step S82, the ECU 30 synchronizes the rotational speeds of the motor lock mechanism 25 and the rotor 4b of the first motor / generator 4 in preparation for a lock operation for switching the power split mechanism 6 from the differential state to the non-differential state. Implement control. In this embodiment, since the motor lock mechanism 25 is stationary, this synchronous control is a control for bringing the rotational speed of the rotor 4b of the first motor / generator 4 close to zero. In step S83, the ECU 30 determines whether or not the synchronization is completed when the rotation speed of the first motor / generator 4 is within a predetermined range including zero. If the synchronization is completed, the process proceeds to step S84. If the synchronization is not completed, the process returns to step S82, and the synchronization control is continued until the synchronization is completed. In step S84, the ECU 30 controls the motor lock mechanism 25 to switch the power split mechanism 6 from the differential state to the non-differential state. In step S85, the ECU 30 waits for processing until it is completely switched from the differential state to the non-differential state. When the power split mechanism 6 is switched from the differential state to the non-differential state, the ECU 30 returns the process to step S8 in FIG.

  An example of such first sequence control will be described in detail with reference to FIGS. When the vehicle 1 operating in the travel mode (1) is switched from the full cylinder operation to the partial cylinder operation at time t1 in FIG. 6, the operating point of the engine 3 changes from the point A to the equal power line Lp as shown in FIG. And move to a point B1, which is an intersection of the operation line L2 and the equal power line Lp. Thereby, it changes from the driving mode of (1) to the driving mode of (3). By transitioning to the travel mode (3), the system efficiency is increased by one step as compared with the travel mode (1) as shown in FIG. Then, when the vehicle 1 transitioned to the travel mode (3) is synchronously controlled at time t2 in FIG. 6 and the power split mechanism 6 is operated from the differential state to the non-differential state, as shown in FIG. The operating point of the engine 3 moves from the point B1 along the equal power line Lp to the intersection C between the non-differential operating line Lc and the equal power line Lp. Thereby, the switching to the travel mode (4) is completed. As a result, since the electrical loss of the first motor / generator 4 is reduced, the system efficiency is further increased by one step as compared with the case of the travel mode (3). However, the increase in system efficiency due to the lock operation is smaller than when switching from full cylinder operation to partial cylinder operation.

  As described above, according to the first sequence control, the switching from the full cylinder operation to the partial cylinder operation is performed before the lock operation, so that the period from time t1 to t2 when the system efficiency is high can be lengthened. it can. The first sequence control is performed in an operating state in which the rotational fluctuation of the engine 3 is small. For this reason, even if the rotational fluctuation of the engine 3 increases with the switching from the full cylinder operation to the partial cylinder operation, it is only necessary to add the rotational fluctuation from a small state, so that synchronous control becomes easy. Thereby, since the completion of the lock operation can be suppressed, improvement in system efficiency can be prioritized.

  On the other hand, the second sequence control is performed by the routine of FIG. The second sequence control is the same as the first sequence control except for the processing order of each step. That is, in step S91, the ECU 30 performs synchronous control as preparation for a lock operation for switching the power split mechanism 6 from the differential state to the non-differential state. In step S92, the ECU 30 determines whether or not the synchronization is completed when the rotation speed of the first motor / generator 4 falls within a predetermined range including zero. If the synchronization is completed, the process proceeds to step S93. If the synchronization is not completed, the process returns to step S91, and the synchronization control is continued until the synchronization is completed. In step S93, the ECU 30 controls the motor lock mechanism 25 to switch the power split mechanism 6 from the differential state to the non-differential state. In step S94, the ECU 30 waits for processing until it is completely switched from the differential state to the non-differential state. When the power split mechanism 6 is switched from the differential state to the non-differential state, the process proceeds to step S95. In step S95, the ECU 30 switches the operation mode of the engine 3 from full cylinder operation to partial cylinder operation. Thereafter, the ECU 30 returns the process to step S9 in FIG.

  An example of such second sequence control will be described in detail with reference to FIGS. 9 and 10. When the vehicle 1 driven in the travel mode (1) is synchronously controlled at time ta in FIG. 9 and the power split mechanism 6 is operated from the differential state to the non-differential state, as shown in FIG. The operating point moves from the point A along the equal power line Lp to the intersection C between the non-differential operating line Lc and the equal power line Lp. At this time, since the operation mode of the engine 3 is maintained in the all-cylinder operation, a transition is made from the travel mode (1) to the travel mode (2). By shifting to the travel mode of (2), the operating point of the engine 3 moves away from the center c1 of the contour line η1 of the thermal efficiency of all-cylinder operation as indicated by F, but the electrical loss of the first motor / generator 4 is reduced. Therefore, the system efficiency is increased by one step as compared with the driving mode (1). When the full cylinder operation is switched to the partial cylinder operation at time tb, the operating point of the engine 3 does not move as shown in FIG.

  As described above, according to the second sequence control, the lock operation is performed before the engine rotational fluctuation increases due to the switching from the full cylinder operation to the partial cylinder operation, and the synchronous control is facilitated. The lock operation to operate in the differential state can be performed accurately.

  This invention is not limited to the said form, It can implement with a various form within the range of the summary of this invention. In the above embodiment, full cylinder operation is performed as the first operation mode and partial cylinder operation is performed as the second operation mode, but the engine to which the present invention is applied differs in magnitude of rotational fluctuation. If it is an engine which can implement two operation modes, it will not be limited to the said form. For example, an engine capable of performing lean combustion operation that operates at an air-fuel ratio leaner than the stoichiometric air-fuel ratio and stoichiometric combustion that operates at or near the stoichiometric air-fuel ratio by switching the target air-fuel ratio is used. The invention can be applied. In this case, since the lean combustion operation has a larger rotational fluctuation than the stoichiometric combustion operation, the stoichiometric combustion operation corresponds to the first operation mode, and the lean combustion operation corresponds to the second operation mode. For details of the control when the engine of the above form is replaced with such an engine capable of changing the air-fuel ratio, the sentence explaining the above form and the "all cylinder operation" in the figure to "stoichiometric combustion operation", This can be understood by replacing "partial cylinder operation" with "lean combustion operation".

  In the above embodiment, the first motor / generator 4 is locked by the motor lock mechanism 25 to switch the power split mechanism 6 as the differential mechanism from the differential state to the non-differential state. However, the locking means for switching the differential mechanism from the differential state to the non-differential state is not limited to the case of preventing the rotation of the first motor / generator itself. For example, the power transmission path from the differential mechanism to the first motor / generator is separated by a clutch, and the locking mechanism is implemented in such a manner that the elements on the differential mechanism side are fixed, and the differential mechanism is in a differential state by the locking mechanism. It is also possible to switch from a non-differential state.

1 vehicle 3 engine 4 first motor / generator 5 second motor / generator 6 power split mechanism (differential mechanism)
20 Output gear train (output unit)
25 Motor lock mechanism (locking means)

Claims (2)

An engine capable of switching the operation mode between the first operation mode and the second operation mode in which the rotation fluctuation is larger than the first operation mode;
A first motor generator;
An output for transmitting torque to the drive wheels;
A differential mechanism that distributes the torque of the engine to the first motor / generator and the output unit;
A second motor / generator connected to the output unit;
Lock means capable of switching between a differential state in which the torque of the engine is distributed to the first motor / generator and the output unit and a non-differential state in which the distribution is stopped;
Applied to hybrid vehicles with
The engine is operated in the first operation mode, and the differential mechanism is operated in the differential state, the engine is operated in the second operation mode, and the differential mechanism is in the non-differential state. A first switching mode for switching the differential mechanism from the differential state to the non-differential state after switching the engine operation mode from the first operation mode to the second operation mode. Sequence control and second sequence control for switching the operation mode of the engine from the first operation mode to the second operation mode after switching the differential mechanism from the differential state to the non-differential state. A control device for a hybrid vehicle that is selectively implemented based on an operating state of an engine,
The control apparatus for a hybrid vehicle, wherein the first sequence control is performed in an operating state in which the engine rotational fluctuation is smaller than that of the engine in which the second sequence control is performed.   The engine has a plurality of cylinders, and a partial cylinder operation in which some of the plurality of cylinders are deactivated and the remaining cylinders are operated is set as the second operation mode, and all the cylinders of the plurality of cylinders 2. The control device according to claim 1, wherein all-cylinder operation for operating the engine can be executed as the first operation mode.

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