JP2018002120A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily compensate for a drop of drive torque when starting an engine.SOLUTION: At a start of an engine, since MG1 torque Tg (positive torque) used for the start of the engine in an engagement state of a clutch C1 and in a release state of a clutch CR is not generated but the clutch CR is operated toward engagement from release in the engagement state of the clutch C1, and the MG1 torque Tg (negative torque) is outputted so that a drop of drive torque is suppressed, compensation torque Tmadd can be generated at a first rotating machine MG1. By this constitution, at the start of the engine, the drop of the drive torque can be easily compensated.SELECTED DRAWING: Figure 19

Description

  The present invention relates to a first differential unit in which a differential state is controlled by controlling an operating state of a first rotating machine, a second differential unit to which an engine is connected so that power can be transmitted, and a drive wheel. The present invention relates to a control device for a vehicle including a second rotating machine coupled to transmit power.

  The operating state of the first rotating machine is controlled by having a second rotating element connected to the first rotating element and the first rotating machine so that power can be transmitted and a third rotating element connected to the drive wheel. A first differential unit whose differential state is controlled by the engine, a fourth rotating element connected to the engine so that power can be transmitted, a fifth rotating element, and a sixth rotating element connected to the first rotating element. A vehicle including a second differential unit and a second rotating machine coupled to the drive wheel so as to be capable of transmitting power is well known. For example, this is the vehicle described in Patent Document 1. This Patent Document 1 includes a first engagement device that connects any two rotation elements of the fourth rotation element, the fifth rotation element, and the sixth rotation element. By engaging the device, the rotating elements of the second differential unit are integrally rotated, and the rotation of the engine is transmitted to the first differential unit at a constant speed. It is disclosed that it can be operated as a step transmission.

International Publication No. 2013/114594

  By the way, in order to constitute an electric continuously variable transmission that operates at a power split ratio different from the power split ratio in the first differential section, either one of the second rotating element and the third rotating element is used. It is conceivable to further include a second engagement device that couples the rotation element and the fifth rotation element. In the first differential section and the second differential section, in addition to the first rotating element and the sixth rotating element being coupled, the first engaging device is released and the second engaging device is further connected. As a result of the engagement, any one of the second rotating element and the third rotating element is connected to the fifth rotating element, so that the first differential portion and the second differential portion are Can be made to function as an electric continuously variable transmission that operates at a power split ratio different from the power split ratio in the first differential section. In a vehicle including such a first engagement device and a second engagement device, for example, when starting an engine in a stopped state, the first engagement device is engaged and the second engagement device is released, for example. Thus, it is conceivable to start the engine by increasing the engine rotation speed by generating torque with the first rotating machine. In such an engine start, the third rotating element connected to the drive wheel has a negative torque of the engine (as a reaction force for increasing the engine rotation speed) that is caused by raising the rotation of the engine during operation stop ( Since torque corresponding to engine pull-in torque is transmitted, drive torque (that is, output torque at the drive wheels) is reduced (that is, dropped). On the other hand, it is conceivable to suppress a shock at the time of starting the engine by outputting torque (also referred to as compensation torque) that compensates for a drop in drive torque from the second rotating machine. However, if the engine is started with the second rotating machine already outputting a large torque, the second rotating machine may not be able to cover the compensation torque. If it does so, a 2nd rotary machine cannot fully compensate the fall of driving torque, and there exists a possibility that the shock at the time of engine starting cannot be suppressed.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle control device that can easily compensate for a drop in driving torque when the engine is started. There is.

  The gist of the first invention is as follows: (a) a first rotating element, a second rotating element connected to the first rotating machine so that power can be transmitted, and a third rotating element connected to a drive wheel; A first differential unit whose differential state is controlled by controlling an operating state of the first rotating machine, a fourth rotating element and a fifth rotating element connected to the engine so that power can be transmitted, and the first A control device for a vehicle, comprising: a second differential unit having a sixth rotating element coupled to one rotating element; and a second rotating machine coupled to the drive wheel so as to be capable of transmitting power, b) The vehicle includes a first engagement device that connects any two rotation elements of the fourth rotation element, the fifth rotation element, and the sixth rotation element, the second rotation element, and the A second engaging device for connecting any one of the third rotating elements and the fifth rotating element; (C) when starting the engine, a start control unit that operates the second engagement device from disengagement to engagement in the engaged state of the first engagement device; and (d) When starting the engine, the engine includes a torque compensation control unit that outputs torque from the first rotating machine so that a drop in output torque in the drive wheels is suppressed.

  According to a second aspect of the invention, in the vehicle control apparatus according to the first aspect of the invention, the torque compensation control unit is configured to suppress a drop in output torque at the drive wheels when starting the engine. The torque is output from each of the first rotating machine and the second rotating machine.

  According to a third aspect of the present invention, in the vehicle control device according to the first aspect or the second aspect, the torque compensation control unit sets the torque output from the first rotating machine to a predetermined value or less. It is in.

  According to a fourth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, the torque compensation control unit is configured such that the travel load of the vehicle is smaller. The purpose is to reduce the torque output from one rotating machine.

  According to a fifth aspect of the present invention, in the vehicle control device according to any one of the first to fourth aspects, the torque compensation control unit suppresses a drop in output torque at the drive wheels. A torque component that is insufficient with respect to the torque of the second rotating machine is output from the first rotating machine.

  According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects, the torque compensation control unit rotates the engine when starting the engine. The purpose is to output torque from the first rotating machine by feedback control so as to change the speed along the target value.

  According to a seventh aspect of the present invention, in the vehicle control device according to any one of the first to sixth aspects of the invention, the start control unit controls the second engagement device to operate. In the case of high performance, engine start control for operating the second engagement device from release to engagement in the engaged state of the first engagement device is performed, while the second engagement device is operated. When the controllability at the time of operation is low, engine start control for increasing the rotational speed of the engine by the first rotating machine in the engaged state of the first engaging device and the released state of the second engaging device. There is to do.

  Further, according to an eighth aspect of the present invention, in the vehicle control device according to the seventh aspect, when the controllability when operating the second engagement device is low, the second engagement device is operated. In comparison with the case where the controllability at the time is high, a hybrid control unit that narrows a region of motor travel that travels using the second rotating machine as a driving force source while the operation of the engine is stopped is further included.

  According to a ninth aspect, in the vehicle control device according to the seventh aspect or the eighth aspect, when the temperature of the hydraulic oil that operates the second engagement device is higher than a predetermined oil temperature, and Condition establishment determination for determining that controllability when operating the second engagement device is high in at least one of cases where the temperature of the hydraulic oil is lower than a second predetermined oil temperature that is higher than the predetermined oil temperature It is to further include a part.

  According to a tenth aspect of the present invention, in the vehicle control device according to any one of the first to ninth aspects, the first differential portion includes one of a sun gear and a ring gear. The second rotation element is the third rotation element, and the carrier is provided with a single pinion type planetary gear mechanism that is the first rotation element.

  According to the first aspect of the present invention, when starting the engine, the torque (for example, positive torque) used for starting the engine in the first rotating machine when the first engagement device is engaged and the second engagement device is released. ), The first rotating machine is operated so that the second engaging device is operated from the released state to the engaged state in the engaged state of the first engaging device, and the decrease in the driving torque is suppressed. Since a torque (eg, negative torque) is output from the first rotating machine, compensation torque can be generated by the first rotating machine. Therefore, it is possible to easily compensate for the drop in the drive torque when the engine is started.

  According to the second aspect of the invention, when starting the engine, torque is output from the first rotating machine and the second rotating machine so as to suppress a drop in driving torque, so the first rotating machine And the compensation torque can be generated in both the second rotating machine. Thereby, it becomes easy to suppress the shock at the time of engine starting.

  According to the third aspect of the present invention, the compensation torque generated by the first rotating machine is rotated integrally with the sixth rotating element (that is, the first engaging device is engaged) connected to the first rotating element. In response to acting in the direction of lowering the rotational speed of each rotating element of the second differential section (that is, acting as a reaction torque on the second engagement device from the release to the engagement), the first rotation Since the torque output from the machine is set to a predetermined value or less, it is possible to achieve both the increase of the engine rotation speed by the second engagement device and the compensation for the drop in the drive torque by the first rotation machine.

  Further, according to the fourth aspect of the invention, in the compensation for the drop in the drive torque by the second rotating machine, the compensation torque can be applied directly to the drive wheels, so that the control of the magnitude of the compensation torque is compared. On the other hand, in the compensation of the drop in the drive torque by the first rotating machine, the reaction force torque is taken by the second engagement device slipping from the release to the engagement. In contrast to the fact that it is relatively difficult to control the magnitude of the compensation torque acting on the motor, the output torque from the second rotating machine becomes relatively large. The smaller the vehicle running load, the more the output from the first rotating machine. Since the torque to be reduced is reduced, the compensation torque by the second rotating machine is increased, so that the drop in the drive torque can be stably compensated. Thereby, it becomes easy to suppress the shock at the time of engine starting.

  According to the fifth aspect of the invention, in the compensation for the drop in the driving torque by the second rotating machine, it is relatively easy to control the magnitude of the compensating torque, while the driving torque of the first rotating machine is reduced. In the compensation for sagging, it is relatively difficult to control the magnitude of the compensation torque that acts on the drive wheels. On the other hand, the torque of the second rotating machine is insufficient for the torque that suppresses the sagging of the driving torque. Is output from the first rotating machine, so that the compensation torque by the second rotating machine is preferentially output over the compensation torque by the first rotating machine, so that the drop in the drive torque can be compensated stably. Thereby, it becomes easy to suppress the shock at the time of engine starting.

  According to the sixth aspect of the invention, when the engine is started by the operation of the second engagement device from the release to the engagement, the change in the engine speed is likely to vary with respect to the target value. In contrast to the possibility that combustion stability may be impaired, when starting the engine, torque is output from the first rotating machine by feedback control so as to change the rotational speed of the engine along the target value. By using the first rotating machine having higher responsiveness than the operation of the second engagement device, it is possible to reduce the variation in the change in the rotational speed of the engine. Thereby, it becomes easy to ensure the combustion stability of the engine.

  Further, according to the seventh aspect, when the controllability when operating the second engagement device is low, the first engagement device is engaged and the second engagement device is released first. Since engine starting control for increasing the rotational speed of the engine is executed by the rotating machine, responsiveness of engine starting can be ensured.

  According to the eighth aspect of the invention, when the engine is started by generating torque in the first rotating machine in the engaged state of the first engaging device and the released state of the second engaging device, When the controllability when operating the second engagement device is low compared to outputting the compensation torque only by the second rotating machine, the controllability when operating the second engagement device is high In comparison, since the motor travel area is narrowed, it is easy to ensure a surplus of output torque by the second rotating machine when the engine is started (that is, it is easy to secure compensation torque by the second rotating machine).

  Further, according to the ninth aspect, when the temperature of the hydraulic oil that operates the second engagement device is low, the response of the second engagement device may be low because the viscosity of the hydraulic oil is high. Or when the temperature of the hydraulic fluid is high, the response of the second engagement device due to hydraulic fluid leakage from the clearance of the valve involved in the hydraulic pressure supply to the second engagement device On the other hand, it is determined whether the controllability when the second engagement device is operated is high or low based on the temperature of the hydraulic oil that operates the second engagement device. When the controllability of the engagement device (here, responsiveness is also agreed), in order to ensure smooth engine start, engine start control by the first rotating machine is executed to ensure engine start responsiveness. be able to.

  According to the tenth aspect of the invention, in the first differential portion, one of the sun gear and the ring gear is the second rotating element, the other is the third rotating element, and the carrier is the first rotating element. Since the single-pinion type planetary gear mechanism is provided, the first differential unit is configured so that when the differential state is controlled in the engaged state of the first engaging device and the released state of the second engaging device, Torque reduced from the torque is mechanically transmitted to the third rotating element.

It is a figure explaining the schematic structure of each part in connection with driving | running | working of the vehicle to which this invention is applied, and is a figure explaining the principal part of the control system for controlling each part. It is a chart which shows each operation state of each engagement device in each run mode. It is an alignment chart at the time of the single drive EV mode. It is an alignment chart at the time of both drive EV mode. It is an alignment chart in forward traveling in the O / DHV mode of the HV traveling mode. It is an alignment chart at the time of U / DHV mode of HV driving mode. It is a nomographic chart in the reverse running in the O / DHV mode of the HV running mode, and is the case of engine reverse rotation input. It is a nomographic chart in the reverse running in the O / DHV mode of the HV running mode, and is a case of engine forward rotation input. It is a collinear diagram at the time of fixed stage mode of HV traveling mode, and is a case of direct connection. It is a collinear diagram at the time of fixed stage mode of HV traveling mode, and is a case where an output shaft is fixed. It is a figure which shows an example of the torque ratio of MG1 torque with respect to engine torque, and the torque ratio of MG2 torque with respect to engine torque. It is a figure which shows an example of the rotational speed ratio of MG1 rotational speed with respect to engine rotational speed, and the rotational speed ratio of MG2 rotational speed with respect to engine rotational speed. It is a figure which shows an example of the output ratio of MG1 power with respect to engine power, and the output ratio of MG2 power with respect to engine power. It is a figure which shows an example of the driving mode switching map used for switching control of engine driving | running | working and motor driving | running | working, Comprising: It is a case where it drive | works with the charge capacity hold | maintained. It is a figure which shows an example of the driving mode switching map used for switching control of engine driving | running | working and motor driving | running | working, Comprising: It is a case where it drive | works, consuming charging capacity. It is a figure explaining an example in the case of starting an engine by raising engine rotation speed by generating MG1 torque in the state where clutch C1 was engaged in single drive EV mode. In the single drive EV mode, the clutch CR is operated from disengagement to engagement in the engaged state of the clutch C1 to start the engine by increasing the engine rotation speed and output the compensation torque to the first rotating machine. It is a figure explaining an example. It is a figure explaining CR torque which needs to be generated in clutch CR when the 1st rotating machine outputs compensation torque. It is a flowchart explaining the control operation for making it easy to compensate for the main part of the control operation of the electronic control unit, that is, when the engine is started, and the drop of the drive torque. It is a figure which shows an example of the time chart at the time of performing the control action shown to the flowchart of FIG. It is a flowchart explaining the control operation | movement for changing the EV area | region according to the responsiveness when operating the principal part of the control action of an electronic controller, ie, clutch CR. It is a figure explaining the schematic structure of each part in connection with driving | running | working of the vehicle to which this invention is applied, Comprising: It is a figure explaining the vehicle different from the vehicle of FIG. FIG. 23 is a chart showing each operation state of each engagement device in each travel mode in the vehicle of FIG. 22. FIG. 23 is a collinear diagram for a single drive EV mode in the vehicle of FIG. 22. FIG. 23 A collinear diagram for the vehicle in FIG. 22 in the double drive EV mode. In the vehicle of FIG. 22, it is a collinear diagram in the forward traveling in the O / DHV mode of the HV traveling mode, and is a case of low input. In the vehicle of FIG. 22, it is a collinear diagram in the forward traveling in the O / DHV mode of the HV traveling mode, and is a case of high input. In the vehicle of FIG. 22, it is a collinear diagram in the reverse drive at the time of O / DHV mode of HV drive mode, and is a case of high input. FIG. 23 is a collinear diagram for the U / DHV mode in the HV travel mode in the vehicle in FIG. 22. In the vehicle of FIG. 22, it is a collinear diagram at the time of fixed stage mode of HV driving mode, and is a case of direct connection. In the vehicle of FIG. 22, it is a collinear diagram at the time of fixed stage mode of HV driving mode, and is a case of U / D. It is a figure explaining the schematic structure of each part in connection with driving | running | working of the vehicle to which this invention is applied, Comprising: It is a figure explaining the vehicle different from the vehicle of FIG.

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

  FIG. 1 is a diagram illustrating a schematic configuration of each unit related to traveling of the vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system for controlling each unit. In FIG. 1, a vehicle 10 includes an engine (ENG) 12, a first rotating machine MG1, and a second rotating machine MG2, and a first rotating machine MG1 and a second rotating machine MG2, which can be a driving force source for traveling. The hybrid vehicle includes a power transmission device 14 and drive wheels 16.

  The engine 12 is a known internal combustion engine, such as a gasoline engine or a diesel engine, that outputs power by burning predetermined fuel. The engine 12 controls the engine torque Te by controlling the operating state such as the throttle opening or the intake air amount, the fuel supply amount, the ignition timing and the like by an electronic control unit 80 described later.

  The first rotating machine MG1 and the second rotating machine MG2 are so-called motor generators having a function as an electric motor (motor) for generating a driving torque and a function as a generator (generator). The first rotating machine MG1 and the second rotating machine MG2 are connected to a battery unit 20 as a power storage device that receives and transfers power through an electric power control unit 18 having an inverter unit, a smoothing capacitor, and the like. By controlling the power control unit 18 by the control device 80, the MG1 torque Tg and the MG2 torque Tm, which are output torques (powering torque or regenerative torque) of the first rotating machine MG1 and the second rotating machine MG2, are controlled. The

  The power transmission device 14 is provided in a power transmission path between the engine 12 and the drive wheels 16. The power transmission device 14 includes a case 22 that is a non-rotating member attached to the vehicle body, a first power transmission unit 24, a second power transmission unit 26, and a drive gear 28 that is an output rotation member of the first power transmission unit 24. The driven gear 30 that engages, the driven shaft 32 that fixes the driven gear 30 so as not to rotate relative to each other, the final gear 34 that is fixed so as not to rotate relative to the driven shaft 32 (final gear 34 having a smaller diameter than the driven gear 30), and the differential gear 36. And a differential gear 38 that meshes with the final gear 34. The power transmission device 14 includes an axle 40 connected to a differential gear 38 and the like.

  The first power transmission unit 24 is arranged coaxially with the input shaft 42 that is an input rotation member of the first power transmission unit 24, and includes the first differential unit 44, the second differential unit 46, and the clutch CR. I have. The first differential unit 44 includes a first planetary gear mechanism 48 and a first rotating machine MG1. The second differential section 46 includes a second planetary gear mechanism 50, a clutch C1, and a brake B1.

  The first planetary gear mechanism 48 meshes with the first sun gear S1 via the first sun gear S1, the first pinion gear P1, the first carrier CA1 that supports the first pinion gear P1 so as to rotate and revolve, and the first pinion gear P1. This is a known single pinion type planetary gear mechanism having a ring gear R1 and functions as a differential mechanism that generates a differential action. The second planetary gear mechanism 50 meshes with the second sun gear S2 via the second sun gear S2, the second pinion gear P2, the second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and the second pinion gear P2. This is a known single pinion type planetary gear mechanism having a second ring gear R2, and functions as a differential mechanism that generates a differential action.

  The first carrier CA1 is a first rotating element RE1 as an input element connected to the output rotating member of the second differential section 46 (that is, the second ring gear R2 of the second planetary gear mechanism 50). It functions as an input rotating member of the unit 44. The first sun gear S1 is integrally connected to the rotor shaft 52 of the first rotating machine MG1, and is a second rotating element RE2 as a reaction force element connected to the first rotating machine MG1 so that power can be transmitted. The first ring gear R <b> 1 is integrally connected to the drive gear 28, is a third rotating element RE <b> 3 as an output element connected to the drive wheel 16, and functions as an output rotating member of the first differential portion 44. .

  The second sun gear S2 is a fourth rotating element RE4 that is integrally connected to the input shaft 42 and is connected to the engine 12 via the input shaft 42 so that power can be transmitted. Functions as a member. The second carrier CA2 is a fifth rotating element RE5 that is selectively connected to the case 22 via the brake B1. The second ring gear R2 is a sixth rotating element RE6 connected to the input rotating member of the first differential unit 44 (that is, the first carrier CA1 of the first planetary gear mechanism 48), and the output of the second differential unit 46 It functions as a rotating member. Further, the second carrier CA2 and the second ring gear R2 are selectively coupled via the clutch C1. Further, the first ring gear R1 and the second carrier CA2 are selectively connected via the clutch CR. Therefore, the clutch C1 is a first engagement device that selectively couples the fifth rotation element RE5 and the sixth rotation element RE6. The clutch CR is a second engagement device that selectively connects the third rotation element RE3 and the fifth rotation element RE5. The brake B1 is a third engagement device that selectively connects the fifth rotating element RE5 to the case 22 that is a non-rotating member.

  Each of the clutch C1, the brake B1, and the clutch CR is preferably a wet friction engagement device, and is a multi-plate hydraulic friction engagement device controlled to be engaged by a hydraulic actuator. The clutch C1, the brake B1, and the clutch CR are controlled by a hydraulic control circuit 54 provided in the vehicle 10 by an electronic control device 80, which will be described later, so that the hydraulic pressure supplied from the hydraulic control circuit 54 (for example, The operating state (a state such as engagement or release) is controlled according to the C1 oil pressure Pc1, the B1 oil pressure Pb1, and the CR oil pressure Pcr). The vehicle 10 is provided with a mechanical oil pump 55 (also referred to as OP55). In the power transmission device 14, the operation state of the clutch C1, the brake B1, and the clutch CR is switched and the parts are lubricated by the OP55. And hydraulic oil (oil) oil used for cooling each part is supplied. The OP 55 is connected to any rotating member (the rotating element is also agreed) of the power transmission device 14 and is driven according to the rotation of the rotating member. In this embodiment, OP55 is connected to the first rotation element RE1 (here, the sixth rotation element RE6 is also agreed). Further, if it is necessary to supply hydraulic oil when the rotation member connected to OP55 is stopped, an electric oil pump is provided in addition to OP55, for example. Alternatively, an electric oil pump may be provided instead of OP55.

  The first planetary gear mechanism 48 divides the power of the engine 12 input to the first carrier CA1 into the first rotating machine MG1 and the first ring gear R1 (the distribution is also agreed) in a state where the differential is allowed. It can function as a mechanism. Accordingly, in the vehicle 10, the direct torque (also referred to as the engine direct torque) that is mechanically transmitted to the first ring gear R1 is obtained by taking the reaction force of the engine torque Te input to the first carrier CA1 with the first rotating machine MG1. The engine travels with the MG2 torque Tm of the second rotating machine MG2 driven by the power generated by the first rotating machine MG1 by the power divided into the first rotating machine MG1. As a result, the first differential unit 44 controls the gear ratio (transmission ratio) by controlling the power control unit 18 and controlling the operating state of the first rotating machine MG1 by an electronic control unit 80 described later. Functions as an electric differential section (electric continuously variable transmission). That is, the first differential unit 44 is an electric transmission mechanism in which the differential state of the first planetary gear mechanism 48 is controlled by controlling the operation state of the first rotating machine MG1.

  The second differential unit 46 forms four states, a direct connection state, a reverse rotation speed change state of the engine 12, a neutral state (neutral state), and an internal lock state, by switching the operation states of the clutch C1 and the brake B1. Is possible. Specifically, the second differential portion 46 is in a directly connected state in which the rotating elements of the second planetary gear mechanism 50 are integrally rotated in the engaged state of the clutch C1. The second differential portion 46 is an engine in which the second ring gear R2 (the output rotating member of the second differential portion 46) rotates negatively with respect to the positive rotation of the engine rotational speed Ne when the brake B1 is engaged. 12 reverse rotation speed changing states are set. The second differential section 46 is in a neutral state in which the differential of the second planetary gear mechanism 50 is allowed when the clutch C1 is released and the brake B1 is released. In addition, the second differential section 46 is in an internal lock state in which the rotation elements of the second planetary gear mechanism 50 are stopped when the clutch C1 is engaged and the brake B1 is engaged.

  In the first power transmission unit 24, it is possible to configure an electric continuously variable transmission that operates at a power split ratio different from the power split ratio in the first differential unit 44. That is, in the first power transmission unit 24, the first carrier CA1 (first rotation element RE1) and the second ring gear R2 (sixth rotation element RE6) are coupled, and the clutch CR is engaged. As a result, the first ring gear R1 (third rotation element RE3) and the second carrier CA2 (fifth rotation element RE5) are connected, so that the first differential section 44 and the second differential section 46 have 1 An electric system that configures two differential mechanisms and operates the first differential portion 44 and the second differential portion 46 as a whole with a power split ratio different from the power split ratio of the first differential portion 44 alone. It becomes possible to function as a continuously variable transmission.

  In the first power transmission unit 24, the second differential unit 46 and the first differential unit 44, in which the above-described four states are formed, are connected, and the vehicle 10 is synchronized with the switching of the operation state of the clutch CR. Thus, a plurality of travel modes described later can be realized.

  In the first power transmission unit 24 configured as described above, the power of the engine 12 and the power of the first rotating machine MG1 are transmitted from the drive gear 28 to the driven gear 30. Accordingly, the engine 12 and the first rotating machine MG1 are coupled to the drive wheels 16 via the first power transmission unit 24 so that power can be transmitted.

  The second power transmission unit 26 meshes with the rotor shaft 56 of the second rotating machine MG2 and the driven gear 30 that are arranged in parallel to the input shaft 42 separately from the second rotating machine MG2 and the input shaft 42 and the rotor shaft thereof. 56, a reduction gear 58 (reduction gear 58 having a smaller diameter than the driven gear 30) is provided. As a result, in the second power transmission unit 26, the power of the second rotating machine MG2 is transmitted to the driven gear 30 without passing through the first power transmission unit 24. Accordingly, the second rotating machine MG2 is coupled to the drive wheel 16 so as to be able to transmit power without passing through the first power transmission unit 24. That is, the second rotating machine MG2 is a rotating machine that is connected to the axle 40 that is an output rotating member of the power transmission device 14 so as to be able to transmit power without passing through the first power transmission unit 24. As the output rotating member of the power transmission device 14, the final gear 34 and the diff ring gear 36 are also agreed in addition to the axle 40.

  The power transmission device 14 configured in this manner is suitably used for a vehicle of an FF (front engine / front drive) system. In the power transmission device 14, the power of the engine 12, the power of the first rotating machine MG1, and the power of the second rotating machine MG2 are transmitted to the driven gear 30. From the driven gear 30, the final gear 34, the differential gear 38, the axles are transmitted. 40 and the like are sequentially transmitted to the drive wheel 16. In the vehicle 10, the engine 12, the first power transmission unit 24, the first rotating machine MG <b> 1, and the second rotating machine MG <b> 2 are arranged on different axes, so that the shaft length is shortened. . In addition, the gear pair of the driven gear 30 and the reduction gear 58 can increase the reduction ratio of the second rotating machine MG2.

  The vehicle 10 includes an electronic control unit 80 that includes a control unit that controls each unit related to traveling. The electronic control unit 80 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 80 is configured to execute output control of the engine 12, the first rotating machine MG1, and the second rotating machine MG2, switching control of a travel mode, which will be described later, and the like. It is configured separately for control, for rotating machine control, for hydraulic control and the like.

  The electronic control unit 80 includes various sensors provided in the vehicle 10 (for example, an engine rotational speed sensor 60, an output rotational speed sensor 62, an MG1 rotational speed sensor 64 such as a resolver, an MG2 rotational speed sensor 66 such as a resolver, an accelerator opening). Various signals (for example, the engine rotation speed Ne and the rotation speed of the drive gear 28 corresponding to the vehicle speed V) based on the detection values by the degree sensor 68, the shift position sensor 70, the battery sensor 72, the CR hydraulic pressure sensor 74, the oil temperature sensor 76, etc. A certain output rotation speed No, MG1 rotation speed Ng, MG2 rotation speed Nm, accelerator opening θacc, shift lever operating position POSsh, battery temperature THbat of battery unit 20, battery charge / discharge current Ibat, battery voltage Vbat, CR oil pressure Pcr, The hydraulic oil temperature THoil, which is the temperature of the hydraulic oil oil, is supplied. Further, the electronic control device 80 supplies various command signals (for example, an engine control command signal Se, a rotating machine control command signal) to each device (for example, the engine 12, the power control unit 18, the hydraulic control circuit 54, etc.) provided in the vehicle 10. Sm, hydraulic control command signal Sp, etc.) are supplied. The electronic control unit 80 calculates the state of charge (charge capacity) SOC (hereinafter referred to as battery capacity SOC) of the battery unit 20 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat.

  The electronic control device 80 includes a hybrid control unit, that is, a hybrid control unit 82, and a power transmission switching unit, that is, a power transmission switching unit 84, in order to realize control functions for various controls in the vehicle 10.

  The hybrid control unit 82 controls the opening and closing of the electronic throttle valve, controls the fuel injection amount and injection timing, and outputs the engine control command signal Se for controlling the ignition timing so that the target torque of the engine torque Te can be obtained. The output control of the engine 12 is executed. Further, the hybrid control unit 82 outputs a rotating machine control command signal Sm for controlling the operation of the first rotating machine MG1 and the second rotating machine MG2 to the power control unit 18, and the target torque of the MG1 torque Tg and the MG2 torque Tm. The output control of the first rotating machine MG1 and the second rotating machine MG2 is executed so that

  The hybrid control unit 82 calculates the driving torque (required driving torque) required at the vehicle speed V at that time from the accelerator opening θacc, and takes into consideration the charging request value (required charging power), etc. The required drive torque is generated from at least one of the engine 12, the first rotating machine MG1, and the second rotating machine MG2 so that the operation becomes less.

  The hybrid control unit 82 selectively establishes, as a travel mode, a motor travel (EV travel) mode or a hybrid travel (HV travel) mode (also referred to as an engine travel (ENG travel) mode) according to the travel state. The EV traveling mode enables EV traveling that travels using at least one of the first rotating machine MG1 and the second rotating machine MG2 as a driving power source for traveling in a state where the operation of the engine 12 is stopped. Control style. The HV traveling mode is a control mode that enables HV traveling (engine traveling) that travels at least using the engine 12 as a driving power source for traveling (that is, travels by transmitting the power of the engine 12 to the drive wheels 16). Even in a mode in which the vehicle 10 is not driven, such as a mode in which the power of the engine 12 is converted into electric power by the power generation of the first rotating machine MG1 and the electric power is exclusively charged to the battery unit 20, the engine 10 12 is in a driving state, and is included in the HV traveling mode.

  The power transmission switching unit 84 controls each engagement operation (operation state) of the clutch C1, the brake B1, and the clutch CR based on the travel mode established by the hybrid control unit 82. The power transmission switching unit 84 engages and / or disengages the clutch C1, the brake B1, and the clutch CR so that power transmission for traveling in the traveling mode established by the hybrid control unit 82 is possible. The hydraulic control command signal Sp to be output is output to the hydraulic control circuit 54.

  Here, travel modes that can be executed by the vehicle 10 will be described with reference to FIGS. 2 and 3 to 10. FIG. 2 is a chart showing the operating states of the clutch C1, the brake B1, and the clutch CR in each travel mode. 2 indicates engagement of the engagement devices (C1, B1, CR), a blank indicates disengagement, and a Δ indicates an engine brake (emblem in which the engine 12 in a stopped state is rotated. (Also referred to as)), either one is engaged, or both are engaged. “G” indicates that the rotating machine (MG1, MG2) mainly functions as a generator, and “M” indicates that the rotating machine (MG1, MG2) functions mainly as a motor when driving, and mainly generates when generating. It shows that it will function as. As shown in FIG. 2, the vehicle 10 can selectively realize the EV travel mode and the HV travel mode as the travel mode. The EV travel mode includes a single drive EV mode, which is a control mode capable of EV travel using the second rotating machine MG2 as a single driving force source, and an EV using the first rotating machine and the second rotating machine MG2 as a driving power source. It has two modes, a double drive EV mode, which is a control mode capable of running. HV driving modes include overdrive (O / D) input split mode (hereinafter referred to as O / DHV mode), underdrive (U / D) input split mode (hereinafter referred to as U / DHV mode), and fixed stage mode. And has three modes.

  FIG. 3 to FIG. 10 are collinear diagrams that can relatively represent the rotational speeds of the rotating elements RE1 to RE6 in each of the first planetary gear mechanism 48 and the second planetary gear mechanism 50. In this alignment chart, vertical lines Y1-Y4 representing the rotational speeds of the respective rotary elements are, in order from the left in the drawing, the first sun gear that is the second rotary element RE2 in which the vertical line Y1 is connected to the first rotating machine MG1. The rotational speed of S1 is the rotational speed of the first carrier CA1, which is the first rotational element RE1, and the rotational speed of the second ring gear R2, which is the sixth rotational element RE6. Of the first ring gear R1, which is the third rotating element RE3 connected to the drive gear 28, and the second carrier CA2, which is the fifth rotating element RE5, selectively connected to the case 22 via the brake B1. The rotation speed indicates the rotation speed of the second sun gear S2, which is the fourth rotation element RE4 connected to the engine 12, with the vertical line Y4. The arrow in the white square mark (□) indicates the MG1 torque Tg, the arrow in the white circle mark (◯) indicates the engine torque Te, and the arrow in the black circle mark (●) indicates the MG2 torque Tm. In addition, the clutch C1 that selectively connects the second carrier CA2 and the second ring gear R2 is indicated by a white outline when the clutch C1 is open, and the clutch C1 indicated by hatching (hatched) is indicated by the clutch C1. Each of the engagement states is shown. Further, in the brake B1 that selectively couples the second carrier CA2 to the case 22, the white rhombus mark (◇) indicates the released state of the brake B1, and the black rhombus mark (♦) indicates the engaged state of the brake B1. . Further, in the clutch CR that selectively connects the first ring gear R1 and the second carrier CA2, the white rhombus mark (◇) indicates the released state of the clutch CR, and the black rhombus mark (♦) indicates the engaged state of the clutch CR. Show. Further, a straight line relatively representing the rotational speed related to the first planetary gear mechanism 48 is indicated by a solid line, and a straight line relatively representing the rotational speed related to the second planetary gear mechanism 50 is indicated by a broken line. The arrow in the black circle (●) is the MG2 torque Tm by the second rotating machine MG2 driven by the power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1, and the engine The direct torque is not included. Further, the black rhombus mark (♦) in the clutch CR overlaps with the black circle mark (●) and is not shown in the drawing.

  FIG. 3 is a collinear diagram for the single drive EV mode. As shown in FIG. 2, the single drive EV mode is realized in a state where the clutch C1, the brake B1, and the clutch CR are all released. In the single drive EV mode, the clutch C1 and the brake B1 are disengaged, the differential of the second planetary gear mechanism 50 is allowed, and the second differential unit 46 is in the neutral state. The hybrid control unit 82 stops the operation of the engine 12 and outputs the MG2 torque Tm for traveling from the second rotating machine MG2. FIG. 3 shows a case in which the second rotating machine MG2 outputs a positive torque during forward rotation (that is, the rotation direction of the first ring gear R1 when the vehicle 10 moves forward). At the time of reverse travel, the second rotating machine MG2 is reversely rotated with respect to the forward travel. During traveling of the vehicle, the first ring gear R1 connected to the drive gear 28 is rotated in conjunction with the rotation of the second rotating machine MG2 (here, the rotation of the drive wheels 16 is also agreed). Further, in the single drive EV mode, since the clutch CR is released, the engine 12 and the first rotating machine MG1 are not rotated respectively, and the engine rotational speed Ne and the MG1 rotational speed Ng can be made zero. Thereby, each drag loss in the engine 12 and the first rotating machine MG1 can be reduced to improve power consumption (that is, to suppress power consumption). Hybrid control unit 82 maintains MG1 rotation speed Ng at zero by feedback control. Alternatively, the hybrid control unit 82 performs control (d-axis lock control) to flow current to the first rotating machine MG1 so that the rotation of the first rotating machine MG1 is fixed, and maintains the MG1 rotational speed Ng at zero. To do. Alternatively, even if the MG1 torque Tg is zero, it is not necessary to add the MG1 torque Tg if the MG1 rotational speed Ng can be maintained at zero by the cogging torque of the first rotating machine MG1. Even if the control for maintaining the MG1 rotational speed Ng at zero is performed, the first power transmission unit 24 is in a neutral state in which the reaction force of the MG1 torque Tg cannot be taken, and thus does not affect the driving torque. In the single drive EV mode, the first rotating machine MG1 may be idled with no load.

  In the single drive EV mode, the engine 12 whose operation is stopped is not rotated and is stopped at zero rotation. Therefore, when regenerative control is performed by the second rotary machine MG2 during traveling in the single drive EV mode, A large amount of regeneration can be obtained. When traveling in the single drive EV mode, if the battery unit 20 is in a fully charged state and regenerative energy cannot be obtained, it is conceivable to use an engine brake together. When the engine brake is used together, as shown in FIG. 2, the clutch C1 or the clutch CR is engaged (refer to the combined use of the single drive EV mode). When the clutch C1 or the clutch CR is engaged, the engine 12 is rotated. In this state, when the engine speed Ne is increased by the first rotating machine MG1, the engine brake can be applied. Note that the engine rotational speed Ne can be made zero even when the engine 12 is being rotated, and in this case, EV traveling can be performed without applying the engine brake. It is also possible to apply the engine brake by engaging the brake B1.

  FIG. 4 is a collinear diagram in the double drive EV mode. As shown in FIG. 2, the double drive EV mode is realized with the clutch C1 and the brake B1 engaged and with the clutch CR released. In the double drive EV mode, the clutch C1 and the brake B1 are engaged, the differential of the second planetary gear mechanism 50 is restricted, and the rotation of the second carrier CA2 is stopped. Therefore, the second planetary gear mechanism 50 stops the rotation of any rotating element, and the second differential section 46 is in an internal locked state. Thus, the engine 12 is stopped at zero rotation, and the first carrier CA1 connected to the second ring gear R2 is also fixed at zero rotation. When the first carrier CA1 is fixed in a non-rotatable manner, the first carrier CA1 can take the reaction torque of the MG1 torque Tg. Therefore, the torque based on the MG1 torque Tg is mechanically output from the first ring gear R1 to drive the wheels. 16 can be transmitted. The hybrid control unit 82 stops the operation of the engine 12 and outputs MG1 torque Tg and MG2 torque Tm for traveling from the first rotating machine MG1 and the second rotating machine MG2, respectively. FIG. 4 shows a case in which the second rotating machine MG2 outputs a positive torque by positive rotation and the first rotating machine MG1 outputs a negative torque by negative rotation. At the time of reverse travel, the first rotary machine MG1 and the second rotary machine MG2 are reversely rotated with respect to the forward travel time.

  As shown in the description with reference to FIGS. 3 and 4, the single drive EV mode drives the vehicle 10 with only the second rotary machine MG2, and the double drive EV mode uses the first rotary machine MG1 and the second rotary machine MG2. It is possible to drive the vehicle 10 at. Therefore, when the EV travel is performed, the single drive EV mode is established when the load is low and the single rotation is performed by the second rotating machine MG2. When the load is high, the dual drive EV mode is established and the first rotary machine MG1 and Both are driven by the second rotating machine MG2. Regeneration during vehicle deceleration including HV traveling is mainly executed by the second rotating machine MG2.

  FIG. 5 is an alignment chart in forward traveling in the O / DHV mode of the HV traveling mode. The forward travel in the O / DHV mode (hereinafter referred to as O / DHV mode (forward)) is realized in a state where the clutch C1 is engaged and the brake B1 and the clutch CR are released as shown in FIG. . In the O / DHV mode (forward), the clutch C1 is engaged and the brake B1 is disengaged, and the second differential section 46 is in a directly connected state, so that the power of the engine 12 is connected to the second ring gear R2. Is directly transmitted to the first carrier CA1. In addition, in the O / DHV mode (forward), the clutch CR is disengaged, and an electric continuously variable transmission is configured by the first differential unit 44 alone. Accordingly, the first power transmission unit 24 can divide the power of the engine 12 input to the first carrier CA1 into the first sun gear S1 and the first ring gear R1. That is, in the first power transmission unit 24, the engine direct torque is mechanically transmitted to the first ring gear R1 by taking the reaction force of the engine torque Te input to the first carrier CA1 with the first rotating machine MG1. At the same time, the power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electrical path. The hybrid control unit 82 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 5 shows a case where the second rotating machine MG2 is traveling forward by outputting a positive torque in the forward rotation.

  FIG. 6 is an alignment chart in the U / DHV mode of the HV traveling mode. As shown in FIG. 2, the U / DHV mode is realized in a state where the clutch C1 and the brake B1 are released and a state where the clutch CR is engaged. In the U / DHV mode, the clutch CR is engaged, and the first differential portion 44 and the second differential portion 46 constitute one differential mechanism. In addition, in the U / DHV mode, the clutch C1 and the brake B1 are disengaged, and the first differential unit 44 and the second differential unit 46 as a whole divide the power by the first differential unit 44 alone. An electric continuously variable transmission that operates at a power split ratio different from the ratio is configured. Accordingly, the first power transmission unit 24 can divide the power of the engine 12 input to the second sun gear S2 into the first sun gear S1 and the first ring gear R1. That is, in the first power transmission unit 24, the engine direct torque is mechanically transmitted to the first ring gear R1 by taking the reaction force of the engine torque Te input to the second sun gear S2 by the first rotating machine MG1. At the same time, the power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electrical path. The hybrid control unit 82 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 5 shows a case in which the second rotary machine MG2 is moving forward and outputting a positive torque. At the time of reverse travel, the second rotating machine MG2 is reversely rotated with respect to the forward travel. At the time of reverse travel, the engine rotation input is input in which the rotation and torque of the engine 12 are input as positive values with respect to the configuration achieving the function as the electric continuously variable transmission.

  FIG. 7 is a collinear diagram in the reverse travel in the O / DHV mode of the HV travel mode, in which the rotation and torque of the engine 12 are compared with the configuration achieving the function as the electric continuously variable transmission. This is the case of engine reverse rotation input, in which is input in reverse to a negative value. As shown in FIG. 2, the reverse travel with the engine reverse input in the O / DHV mode (hereinafter referred to as the O / DHV mode reverse input (reverse)) is performed with the brake B1 engaged and the clutch C1 and the clutch CR engaged. Realized in a released state. In the O / DHV reverse rotation input (reverse), the clutch C1 is disengaged and the brake B1 is engaged, and the second differential section 46 is in the reverse rotation speed change state of the engine 12, so that the power of the engine 12 is The first carrier CA1 connected to the second ring gear R2 is transmitted with negative rotation and negative torque. In addition, in the O / DHV mode reverse rotation input (reverse), the clutch CR is disengaged, and an electric continuously variable transmission is configured by the first differential unit 44 alone. As a result, the first power transmission unit 24 can divide the power of the engine 12 that is reversely input to the first carrier CA1 into the first sun gear S1 and the first ring gear R1. The hybrid control unit 82 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 7 shows a case where the second rotating machine MG2 is traveling backward by outputting a negative torque in a negative rotation.

  FIG. 8 is a nomographic chart in reverse traveling in the O / DHV mode of the HV traveling mode, and is a case of engine forward rotation input. As shown in FIG. 2, the reverse running with the engine forward rotation input in the O / DHV mode (hereinafter referred to as the O / DHV mode forward rotation input (reverse)) is the state in which the clutch C1 is engaged, the brake B1 and the clutch This is realized with the CR released. In the forward rotation of the O / DHV mode (reverse), the clutch C1 is engaged and the brake B1 is released, and the second differential unit 46 is brought into the direct connection state. Directly transmitted to the first carrier CA1 connected to R2. In addition, in the O / DHV mode forward rotation (reverse), the clutch CR is disengaged, and the first continuously variable transmission 44 is configured by the first differential unit 44 alone. Accordingly, the first power transmission unit 24 can divide the power of the engine 12 input to the first carrier CA1 into the first sun gear S1 and the first ring gear R1. The hybrid control unit 82 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 8 shows a case where the second rotating machine MG2 is traveling backward by outputting a negative torque in a negative rotation.

  As shown in the description with reference to FIGS. 5 to 8, in the O / DHV mode and the U / DHV mode, the power of the engine 12 is different from the configuration achieving the function as an electric continuously variable transmission. Is different, and the power split ratio when the first power transmission unit 24 functions as an electric continuously variable transmission is different. That is, the ratios of the output torques and the rotational speeds of the rotating machines MG1 and MG2 with respect to the engine 12 can be changed between the O / DHV mode and the U / DHV mode. The operation state of the clutch CR is switched in order to change the ratio of each output torque and each rotation speed of the rotating machines MG1 and MG2 with respect to the engine 12 that is running the engine.

  The engine direct torque in the O / DHV mode (forward) is reduced with respect to the engine torque Te. On the other hand, the engine direct torque in the U / DHV mode is increased with respect to the engine torque Te. In the present embodiment, the first differential unit 44 alone constitutes an electric continuously variable transmission in the O / DHV mode (see FIG. 5). Therefore, when the differential state is controlled by controlling the operating state of the first rotating machine MG1 in the engaged state of the clutch C1 and the released state of the clutch CR, the first differential portion 44 is engine torque Te. The reduced torque is mechanically transmitted to the first ring gear R1.

  Further, the MG1 rotational speed Ng is set to zero so that the power of the engine 12 does not pass through an electric path (an electric power transmission path that is an electric path related to power transmission / reception of the first rotating machine MG1 and the second rotating machine MG2). In the so-called mechanical point state where all the mechanically transmitted state is transmitted to the first ring gear R1, the overdrive state in which the rotation of the engine 12 is accelerated and output from the first ring gear R1 becomes O /. The U / DHV mode is the DHV mode and the underdrive state where the rotation of the engine 12 is decelerated and output from the first ring gear R1.

  FIG. 9 is a collinear diagram at the time of the fixed stage mode of the HV traveling mode, and is a case of direct connection in which the rotating elements of the first differential section 44 and the second differential section 46 are integrally rotated. The direct connection in the fixed stage mode (hereinafter referred to as the direct connection fixed stage mode) is realized in a state where the clutch C1 and the clutch CR are engaged and a state where the brake B1 is released as shown in FIG. In the direct connection fixed stage mode, the clutch C1 is engaged and the brake B1 is released, and the second differential section 46 is in the direct connection state. In addition, in the direct connection fixed stage mode, the clutch CR is engaged, and the rotating elements of the first differential section 44 and the second differential section 46 are rotated together. Thus, the first power transmission unit 24 can directly output the power of the engine 12 from the first ring gear R1. The hybrid controller 82 causes the engine 12 to output a running engine torque Te. In the direct connection fixed stage mode, the first rotating machine MG1 can be driven by the electric power from the battery unit 20, and the power of the first rotating machine MG1 can be directly output from the first ring gear R1. In the direct connection fixed stage mode, the second rotating machine MG2 can be driven by the electric power from the battery unit 20, and the power of the second rotating machine MG2 can be transmitted to the drive wheels 16. Therefore, in addition to outputting the engine torque Te, the hybrid control unit 82 may output traveling torque from at least one of the first rotating machine MG1 and the second rotating machine MG2. That is, in the direct connection fixed stage mode, the vehicle 10 may be driven only by the engine 12, or torque assist may be performed by the first rotating machine MG1 and / or the second rotating machine MG2.

  FIG. 10 is a collinear diagram at the time of the fixed stage mode of the HV traveling mode, in which the first ring gear R1 is fixed to be non-rotatable and the output shaft is fixed. As shown in FIG. 2, the output shaft fixing in the fixed gear mode (hereinafter referred to as the output shaft fixing gear mode) is realized with the brake B1 and the clutch CR engaged and with the clutch C1 released. In the output shaft fixed stage mode, the clutch CR is engaged, and the first differential portion 44 and the second differential portion 46 constitute one differential mechanism. In addition, in the output shaft fixed stage mode, the brake B1 is engaged and the clutch C1 is released, and the first ring gear R1 is fixed so as not to rotate. Thus, in the first power transmission unit 24, the reaction force of the power of the engine 12 input to the second sun gear S2 can be taken by the first rotating machine MG1. Therefore, in the output shaft fixed stage mode, the battery unit 20 can be charged with the power generated by the first rotating machine MG1 by the power of the engine 12. The hybrid control unit 82 operates (actuates) the engine 12, takes a reaction force against the power of the engine 12 by the power generation of the first rotating machine MG1, and uses the power control unit 18 to generate the power generated by the first rotating machine MG1. The battery unit 20 is charged. This output shaft fixed stage mode is a mode in which the battery unit 20 is exclusively charged when the vehicle 10 is stopped because the first ring gear R1 is fixed so as not to rotate. As shown in the description using FIGS. 9 and 10, the clutch CR is engaged in the direct connection fixed stage mode or the output shaft fixed stage mode of the HV traveling mode.

  FIG. 11 is a diagram showing an example of the torque ratio (Tg / Te) of the MG1 torque Tg to the engine torque Te and the torque ratio (Tm / Te) of the MG2 torque Tm to the engine torque Te during engine traveling in forward traveling. It is. This MG2 torque Tm is the MG2 torque Tm by the second rotating machine MG2 driven by the electric power generated by the first rotating machine MG1 by the power of the engine 12. In FIG. 11, in the region where the reduction ratio I (= Ne / No) of the first power transmission unit 24 is relatively large, the torque ratio (Tm / Te) is smaller in the U / DHV mode than in the O / DHV mode. The Therefore, in the region where the reduction ratio I is relatively large, the burden on the second rotating machine MG2 with respect to the engine torque Te can be reduced by establishing the U / DHV mode. For example, the MG2 torque Tm can be kept low if the U / DHV mode is established at the time of high load of the engine 12 using the relatively large reduction ratio I. This means that the U / DHV mode can cope with a larger reduction ratio I at the maximum value of the MG2 torque Tm than the O / DHV mode, and the range of the HV traveling mode can be expanded. . On the other hand, in a relatively small region where the reduction ratio I is smaller than “1”, the absolute value of the torque ratio (Tm / Te) is larger in the U / DHV mode than in the O / DHV mode. The state in which the torque ratio (Tm / Te) is a negative value is a power circulation state in which the second rotating machine MG2 generates power and the generated power is supplied to the first rotating machine MG1. It is desirable to avoid or suppress this power circulation state as much as possible. Therefore, in a region where the reduction ratio I is relatively small, the power circulation power can be reduced by establishing the O / DHV mode. By switching between the U / DHV mode and the O / DHV mode according to the reduction ratio I, the engine power can be transmitted by the second rotating machine MG2 having a lower torque.

  FIG. 12 shows the rotational speed ratio (Ng / Ne) of the MG1 rotational speed Ng to the engine rotational speed Ne and the rotational speed ratio (Nm / Ne) of the MG2 rotational speed Nm to the engine rotational speed Ne during engine traveling in forward traveling. It is a figure which shows an example. In FIG. 12, in a relatively large region where the reduction ratio I of the first power transmission unit 24 is larger than “1”, the rotational speed ratio (Ng / Ne) in the U / DHV mode is greater than that in the O / DHV mode. The absolute value of is reduced. Therefore, in the region where the reduction ratio I is relatively large, an increase in the MG1 rotational speed Ng can be suppressed by establishing the U / DHV mode. For example, if the U / DHV mode is established at the start using a relatively large reduction ratio I, the MG1 rotational speed Ng can be kept low. On the other hand, in a relatively small region where the reduction ratio I is smaller than “1”, the absolute value of the rotational speed ratio (Ng / Ne) is larger in the U / DHV mode than in the O / DHV mode. Therefore, in the region where the reduction ratio I is relatively small, an increase in the MG1 rotation speed Ng can be suppressed by establishing the O / DHV mode. By switching between the U / DHV mode and the O / DHV mode according to the reduction ratio I, the engine power can be transmitted by the first rotating machine MG1 having a lower rotational speed.

  FIG. 13 is a diagram showing an example of the output ratio (Pg / Pe) of the MG1 power Pg to the engine power Pe and the output ratio (Pm / Pe) of the MG2 power Pm to the engine power Pe while the engine is running forward. It is. In FIG. 13, in the region where the reduction ratio I of the first power transmission unit 24 is relatively large, the output ratio (Pg / Pe) and the output ratio (Pm / Pe) in the U / DHV mode than in the O / DHV mode. Each absolute value of is reduced. Therefore, in the region where the reduction ratio I is relatively large, the increase in the MG1 power Pg and the increase in the MG2 power Pm can be suppressed by establishing the U / DHV mode. On the other hand, in a relatively small region where the reduction ratio I is smaller than “1”, the output ratio (Pg / Pe) and the output ratio (Pm / Pe) in the U / DHV mode than in the O / DHV mode. Each absolute value of is increased. A state where the output ratio (Pm / Pe) is a negative value (that is, a state where the output ratio (Pg / Pe) is a positive value) is a power circulation state. Therefore, in a region where the reduction ratio I is relatively small, the power circulation power can be reduced by establishing the O / DHV mode. By switching between the U / DHV mode and the O / DHV mode according to the reduction ratio I, the engine power can be transmitted by the rotating machines MG1 and MG2 having lower output (low power).

  As shown in the description with reference to FIGS. 11 to 13, the U / DHV mode is established at the time of high load of the engine 12 using the relatively large reduction ratio I, and the low load of the engine 12 using the relatively small reduction ratio I is used. By properly using the U / DHV mode and the O / DHV mode so that the O / DHV mode is established at the time of vehicle or high vehicle speed, an increase in each torque and each rotation speed of the rotating machines MG1, MG2 is prevented or suppressed, Power circulation power is reduced at high vehicle speeds. This reduces energy conversion loss in the electric path and leads to improved fuel efficiency. Or it leads to size reduction of rotary machine MG1, MG2.

  In both the U / DHV mode and the O / DHV mode, the first power transmission unit 24 is caused to function as an electric continuously variable transmission. Further, the state where the reduction ratio I of the first power transmission unit 24 is “1” is a state equivalent to the state of the direct connection fixed stage mode in which both the clutch C1 and the clutch CR are engaged (see FIG. 9). Therefore, the hybrid controller 82 preferably switches between the O / DHV mode (forward) in which the clutch C1 is engaged and the U / DHV mode in which the clutch CR is engaged, and the reduction ratio I is “1”. Is performed by switching the operating states of the clutch C1 and the clutch CR.

  14 and 15 are diagrams showing examples of travel mode switching maps used for switching control between engine travel and motor travel, respectively. Each of these travel mode switching maps has a boundary line between the engine travel region and the motor travel region, with the vehicle speed V and the travel load of the vehicle 10 (hereinafter referred to as vehicle load) (for example, required drive torque) as variables. Or a relationship that has been determined and stored (ie, predetermined). FIG. 14 shows a state transition of the power transmission device 14 in CS (Charge Sustain) traveling that travels with the battery capacity SOC maintained (that is, switching of the traveling mode of the vehicle 10). FIG. 14 is used when the vehicle 10 is, for example, a hybrid vehicle in which the battery capacity SOC is originally set to be relatively small. Alternatively, FIG. 14 is used when the vehicle 10 is in a mode in which the battery capacity SOC is maintained, for example, in a plug-in hybrid vehicle, a range extended vehicle, or the like in which a relatively large battery capacity SOC is originally set. On the other hand, FIG. 15 shows a state transition of the power transmission device 14 (that is, switching of the travel mode of the vehicle 10) in CD (Charge Depleting) travel that travels while consuming the battery capacity SOC. FIG. 15 is used when the mode in which the vehicle 10 consumes the battery capacity SOC is established, for example, in a plug-in hybrid vehicle or a range extended vehicle in which the battery capacity SOC is originally set to be relatively large. When the vehicle 10 is, for example, a hybrid vehicle in which the battery capacity SOC is originally set to be relatively small, it is preferable not to use FIG.

  In FIG. 14, regions of each travel mode corresponding to travel conditions such as the vehicle speed V and vehicle load so that the U / DHV mode is established at high loads and the O / DHV mode is easily established at low loads or high vehicle speeds. Is set. Further, in the direct connection fixed stage mode, there is no power transmission via the rotating machines MG1 and MG2, so that heat loss due to conversion between mechanical energy and electric energy is eliminated. Therefore, it is advantageous for improving fuel efficiency and avoiding heat generation. For this reason, the direct connection fixed stage mode region is set so that the direct connection fixed stage mode is positively established at high loads such as towing and at high vehicle speeds. In addition, when the battery unit 20 can carry out electric power (or when the engine 12 is warmed up or when each device is warmed up), in the region where the operating efficiency of the engine 12 deteriorates, In EV traveling, the second rotating machine MG2 is powered. Therefore, an area for the single drive EV mode is set in an area where the vehicle speed is low and the load is low as indicated by the broken line. Further, when the vehicle load is negative, the vehicle is decelerated while applying the engine brake using the negative torque of the engine 12 in the U / DHV mode or the O / DHV mode. When the battery unit 20 can accept power, the second rotating machine MG2 is regenerated during EV traveling. For this reason, a region for the single drive EV mode is set in a region where the vehicle load is negative as shown by the one-dot chain line. In the travel mode switching map for CS travel set in this way, for example, when starting, the U / DHV mode is established for both forward and backward travel. Thereby, since the engine power Pe can be used more effectively, the start acceleration performance is improved. As the vehicle speed V increases during forward travel, the reduction ratio I of the first power transmission unit 24 approaches “1”. In this state, the mode is shifted to the direct connection fixed stage mode. In low vehicle speed traveling, the engine rotational speed Ne is extremely low, so that the U / DHV mode is directly shifted to the O / DHV mode. It should be noted that the single drive EV mode is established in the region shown by the broken line when the EV selection is selected by operating the switch for selecting EV travel.

  In FIG. 15, each driving mode corresponding to the driving state such as the vehicle speed V and the vehicle load is set such that the single drive EV mode is established in the region where the vehicle load is low and the double drive EV mode is established in the region where the vehicle load is high. Is set. In the double drive EV mode, based on the operating efficiency of the first rotating machine MG1 and the second rotating machine MG2 (for example, for the purpose of improving power consumption, lowering the temperature of the rotating machines MG1, MG2, reducing the temperature of the power control unit 18, etc.) A power sharing ratio between the first rotating machine MG1 and the second rotating machine MG2 is determined. Further, depending on the maximum output of the rotating machines MG1 and MG2, or the increase in the rotational speed of any of the rotating elements of the power transmission device 14 due to the increase in the vehicle speed V during EV traveling is mitigated by operating the engine 12. In such a case, as shown in FIG. 15, the HV traveling mode region may be set in the high load region or the high vehicle speed region, and the engine 12 may be shifted to a traveling driving power source. . In the region where the vehicle load is negative, the region of the single drive EV mode is set so that the regeneration of the second rotating machine MG2 is performed during EV traveling. Further, in the single drive EV mode, the first rotary machine MG1 and the engine 12 are disconnected (that is, the power transmission between the first rotary machine MG1 and the engine 12 is cut off), so that as shown in FIG. The region on the high vehicle speed side of the single drive EV mode may be expanded to the high vehicle speed side than the double drive EV mode. In the travel mode switching map for CD travel set in this way, for example, when the vehicle speed V increases, the rotational speeds of the elements such as the rotating machines MG1, MG2 and the planetary gear mechanisms 48, 50 increase. The HV traveling mode as set in the traveling mode switching map is controlled so that the rotational speed of each element is within the limit. Note that regeneration in a region where the vehicle load is negative may be switched to the dual drive EV mode instead of the single drive EV mode. Further, an upper limit may be set for the drive torque and the vehicle speed V so that the engine 12 is not started and fuel is not consumed.

  The hybrid control unit 82 applies the vehicle speed V and the vehicle load (for example, the required drive torque) to the travel mode switching map as shown in FIG. 14 or FIG. 15 to determine which travel mode is the travel mode to be established. to decide. When the determined travel mode is the current travel mode, the hybrid control unit 82 establishes the current travel mode as it is, while when the determined travel mode is different from the current travel mode, Instead of the travel mode, the determined travel mode is established.

  When the single drive EV mode is established, the hybrid control unit 82 enables EV traveling using only the second rotating machine MG2 as a driving force source for traveling. When the dual drive EV mode is established, the hybrid control unit 82 enables EV traveling using both the first rotating machine MG1 and the second rotating machine MG2 as driving power sources for traveling.

  When the O / DHV mode or the U / DHV mode is established, the hybrid control unit 82 receives the reaction force against the power of the engine 12 by the power generation of the first rotating machine MG1, thereby causing the engine direct torque to be applied to the first ring gear R1. And the second rotating machine MG2 is driven by the generated electric power of the first rotating machine MG1 to transmit the torque to the drive wheels 16 to enable engine running. In the O / DHV mode or the U / DHV mode, the hybrid control unit 82 considers an optimal fuel consumption line of the known engine 12 (that is, an engine operating point represented by an engine speed Ne and an engine torque Te). The engine 12 is operated at. In the O / DHV mode or the U / DHV mode, it is also possible to drive the second rotating machine MG2 by adding the power from the battery unit 20 to the generated power of the first rotating machine MG1.

  When the direct connection fixed stage mode is established, the hybrid control unit 82 allows the engine to travel by outputting the power of the engine 12 directly from the first ring gear R1. In the direct connection fixed stage mode, the hybrid control unit 82 drives the first rotating machine MG1 with electric power from the battery unit 20 in addition to the power of the engine 12, and directly supplies the power of the first rotating machine MG1. It is also possible to travel by outputting from the 1 ring gear R1 or by driving the second rotating machine MG2 with electric power from the battery unit 20 and transmitting the power of the second rotating machine MG2 to the drive wheels 16.

  The hybrid control unit 82 establishes the output shaft fixed stage mode when the battery capacity SOC is equal to or less than a predetermined capacity that is determined to require charging when the vehicle is stopped. When the output shaft fixed stage mode is established, the hybrid control unit 82 takes charge of the reaction force against the power of the engine 12 by the power generation of the first rotating machine MG1 and uses the generated power of the first rotating machine MG1 as the power control unit 18. The battery unit 20 is charged via

  Here, as described above, in the single drive EV mode, the engine 12 is rotated by engaging the clutch C1, the clutch CR, or the brake B1, and in this state, the engine is rotated by the first rotating machine MG1. The speed Ne can be increased. Therefore, when starting the engine 12 from the single drive EV mode, the electronic control unit 80 is in a state where the clutch C1, the clutch CR, or the brake B1 is engaged, and in this state, the first rotating machine MG1 performs as necessary. The engine speed Ne is increased to ignite.

  FIG. 16 shows an engine rotation speed Ne by generating an MG1 torque Tg with the clutch C1 engaged in the single drive EV mode, using a collinear chart similar to the collinear chart of FIGS. It is a figure explaining an example in the case of starting up the engine 12 by raising. In FIG. 16, in such an engine start, the first ring gear R1 (“OUT”) connected to the drive wheel 16 has a reaction force for increasing the engine rotation speed Ne as a reaction force of the engine 12 that has been stopped. Since the torque Ted corresponding to the negative torque (also referred to as engine pull-in torque) Te of the engine 12 accompanying the increase in rotation is transmitted, the drive torque drops. On the other hand, torque (also referred to as compensation torque) Tmadd for compensating for a drop in drive torque is output by the second rotating machine MG2 to suppress a shock at the time of engine start. In other words, the electronic control unit 80 causes the second rotating machine MG2 to additionally output a compensation torque Tmadd as a reaction force canceling torque when starting the engine. Note that the state shown in FIG. 16 is in the transition of the engine start in which the engine speed Ne is increasing, and during EV traveling, the state indicated by a broken line that is rotated integrally by engagement of the clutch C1. Each rotating element of the two planetary gear mechanism 50 is set to zero rotation. However, when the engine brake is applied, the engine rotational speed Ne is increased as in the state shown in FIG.

  In FIG. 16, the ratio of the spacing between adjacent lines in the vertical lines Y1-Y4 is “1: λ: λ” as shown. The “λ” in the second and third items is calculated based on the gear ratios of the planetary gear mechanisms 48 and 50 (= the number of teeth of the sun gear / the number of teeth of the ring gear), and is not necessarily the same value. However, in this embodiment, the same value is used for convenience. When the engine is started as shown in FIG. 16, the rotating elements of the second planetary gear mechanism 50 indicated by broken lines are integrally rotated by engagement of the clutch C1. In this state, when the positive torque Tg is output from the first rotating machine MG1, the rotation of the engine 12 connected to the second sun gear S2 of the second planetary gear mechanism 50 is increased. At the time of starting the engine, the torque Ted transmitted to the first ring gear R1 (“OUT”) is 1 / (1 + λ) × Te. Therefore, in the first ring gear R1 (“OUT”), the compensation torque Tmadd that compensates for the drop in the drive torque is −1 / (1 + λ) × Te. This is the same principle as described above that the direct engine torque in the O / DHV mode (forward) is reduced with respect to the engine torque Te. In each calculation here, the inertia term is excluded.

  By the way, since the compensation torque Tmadd is an increase in the torque of the second rotating machine MG2, if the engine 12 is started with the second rotating machine MG2 already outputting a large MG2 torque Tm, the second rotating machine MG2 is necessary. May not be able to cover the correct compensation torque Tmadd. If it does so, the 2nd rotary machine MG2 cannot fully compensate the fall of drive torque, and there exists a possibility that the shock at the time of engine starting cannot be suppressed.

  Therefore, when starting the engine 12 in the single drive EV mode, the electronic control unit 80 operates the clutch CR from the disengaged state to the engaged state in the engaged state of the clutch C1, and applies the compensation torque Tmadd to the first rotating machine MG1. Is output. When a torque capacity (hereinafter referred to as CR torque Tcr) is generated in the clutch CR in addition to the engaged state of the clutch C1, the state of the direct connection fixed stage mode in which both the clutch C1 and the clutch CR are engaged (see FIG. 9). Therefore, the engine speed Ne can be increased without generating the MG1 torque Tg (positive torque). In starting the engine by generating the CR torque Tcr in such a clutch CR, the MG1 torque Tg (negative torque) can be used to cover the compensation torque Tmadd because the MG1 torque Tg (positive torque) is not used. It is. As a result, when the engine 12 is started, it is possible to easily compensate for the drop in the drive torque. Further, since the first rotating machine MG1 can output the compensation torque Tmadd, it is not necessary for the second rotating machine MG2 to leave the compensation torque Tmadd for use in the EV traveling, so that the second rotating machine MG2 can perform the EV traveling. The region (that is, the region of the single drive EV mode) is expanded.

  FIG. 17 is a nomographic chart similar to FIG. 16 and increases the engine speed Ne by operating the clutch CR from the disengaged state to the engaged state in the single drive EV mode with the clutch C1 engaged. It is a figure explaining an example in the case of starting the engine 12, and outputting the compensation torque Tmadd to the 1st rotary machine MG1. FIG. 18 is a diagram for explaining CR torque Tcr (hereinafter referred to as necessary CR torque Tcrn) that needs to be generated in the clutch CR when the first rotating machine MG1 outputs the compensation torque Tmadd.

  In FIG. 17, the rotating elements of the second planetary gear mechanism 50 indicated by broken lines are integrally rotated by engagement of the clutch C1. In this state, the clutch CR is operated from disengagement to engagement to generate CR torque Tcr in the clutch CR, thereby increasing the rotation of the engine 12 connected to the second sun gear S2 of the second planetary gear mechanism 50. Be made. At the time of starting the engine, the clutch CR is in a slip state, but since the CR torque Tcr is generated to increase the engine rotational speed Ne, the torque Ted transmitted to the first ring gear R1 (“OUT”) is The engine pull-in torque Te is obtained.

  In addition, when the engine is started by generating the CR torque Tcr in the clutch CR, the compensation torque Tmadd is generated with the MG1 torque Tg (negative torque). The MG1 torque Tg (negative torque) is applied to the first ring gear R1 (“OUT”) to compensate for a drop in drive torque (this torque is referred to as Tgd). On the other hand, the MG1 torque Tg (negative torque) is applied to the second planetary gear mechanism 50 indicated by the broken line that is integrally rotated by the engagement of the clutch C1 (a torque in the direction of decreasing the engine rotational speed Ne). Tgdd). Therefore, the torque applied to the first ring gear R1 (“OUT”) when the CR torque Tcr is generated to increase the engine speed Ne is Tgd− | Te + Tgdd |. The state in which the CR torque Tcr is generated in addition to the engaged state of the clutch C1 is considered to be equivalent to the state of the direct fixed stage mode in which both the clutch C1 and the clutch CR are engaged (see FIG. 9). The absolute value of the MG1 torque Tg (negative torque) is Tgd− | Tgdd |. Therefore, the torque applied to the first ring gear R1 ("OUT") is | Tg |-| Te |. Therefore, the first rotating machine MG1 can compensate for the drop in the driving torque if it outputs at least the engine pulling torque Te as the MG1 torque Tg (negative torque). In each calculation here, the inertia term is excluded.

  The condition that the engine rotational speed Ne can be increased by generating the CR torque Tcr is the torque Tgdd applied to the second planetary gear mechanism 50 by the MG1 torque Tg (negative torque) in addition to the engine pull-in torque Te. A CR torque Tcr of at least one minute is required. Therefore, the necessary CR torque Tcrn is a torque exceeding | Te + Tgdd |. Since the torque Tgdd is (1 + λ) / λ × Tg, the necessary CR torque Tcrn that can increase the engine rotational speed Ne is a torque component (= | Te + (1 + λ) / Torque exceeding λ × Tg |). In each calculation here, the inertia term is excluded.

  As shown in the description using FIGS. 17 and 18, even when the second rotating machine MG2 does not output a part of the compensation torque Tmadd, the first rotating machine MG1 has the MG1 torque Tg (negative torque corresponding to the engine pulling torque Te). ) Is output, the compensation torque Tmadd can be covered. Accordingly, it is possible to set the region of the single drive EV mode based on the maximum torque of the second rotating machine MG2, and set based on the torque obtained by subtracting the compensation torque Tmadd from the maximum torque of the second rotating machine MG2. Thus, the EV travel area can be expanded more than the single drive EV mode area.

  Further, as the absolute value of the MG1 torque Tg (negative torque) is larger, the necessary CR torque Tcrn is also increased. In addition, when starting the engine by generating the CR torque Tcr, the clutch CR is in a slip state, which may cause a thermal problem. Therefore, it is desirable to set an upper limit value of the absolute value of the MG1 torque Tg (negative torque) in consideration of a possible value as the CR torque Tcr.

  Further, by outputting the MG1 torque Tg (negative torque) that exceeds the amount that the first rotating machine MG1 covers the compensation torque Tmadd, it is possible to increase the drive torque and accelerate while starting the engine.

  The electronic control unit 80 further includes a condition establishment determination unit, that is, a condition establishment determination unit 86, a start control unit, that is, a start control unit 88, and a torque compensation control unit, that is, a torque compensation control unit 89, in order to realize the engine start control described above. I have.

  Whether the second rotation machine MG2 can provide the necessary compensation torque Tmadd when the engine start (see FIG. 16) by generating the MG1 torque Tg (positive torque) is executed. Determine whether. For example, the condition satisfaction determination unit 86 changes the required driving torque currently output by the second rotating machine MG2 from the MG2 torque Tm that the second rotating machine MG2 can currently output during EV traveling in the single drive EV mode. It is determined whether or not the compensation torque Tmadd is insufficient with the torque obtained by subtracting the corresponding MG2 torque Tm. The compensation torque Tmadd here is −1 / (1 + λ) × Te as described above. The engine pull-in torque Te is calculated based on, for example, a rotational acceleration at the start of the engine based on exhaust gas purification requirements.

  The start control unit 88, when starting the engine 12, when the condition establishment determination unit 86 determines that the compensation torque Tmadd in the engine start by generating the MG1 torque Tg (positive torque) is not insufficient, for example, The engine 12 is started by outputting the MG1 torque Tg (positive torque) from the first rotating machine MG1 in the engaged state of the clutch C1, raising the engine rotational speed Ne and igniting (see FIG. 16).

  The start control unit 88, when starting the engine 12, determines that the condition establishment determination unit 86 determines that the compensation torque Tmadd in the engine start by generating the MG1 torque Tg (positive torque) is insufficient. In the engaged state, the clutch CR is operated from disengaged to engaged, and the engine 12 is started by raising the engine rotational speed Ne and igniting (see FIG. 17).

  In engine start-up by operating the clutch CR from disengagement to engagement, the compensation torque Tmadd can be generated in either the first rotating machine MG1 or the second rotating machine MG2. That is, when starting the engine 12, the torque compensation control unit 89 can output torque from each of the first rotating machine MG1 and the second rotating machine MG2 so as to suppress a drop in driving wheel torque. In the compensation for the drop in the drive torque by the second rotating machine MG2, the compensation torque Tmadd can be applied directly to the drive wheels 16, so it is relatively easy to control the magnitude of the compensation torque Tmadd. On the other hand, in the compensation of the drop in the driving torque by the first rotating machine MG1, the reaction torque is taken by the clutch CR that is slipping from the released state to the engaged state. It is relatively difficult to control the size of Tmadd. Therefore, the torque compensation control unit 89 sets the torque to suppress the drop of the drive wheel torque so that the compensation torque Tmadd by the second rotating machine MG2 is output preferentially over the compensation torque Tmadd by the first rotating machine MG1. On the other hand, the torque that is insufficient with the MG2 torque Tm is output from the first rotating machine MG1. That is, the first rotating machine MG1 outputs the MG1 torque Tg (negative torque) to cover the insufficient compensation torque Tmadd.

  More specifically, the torque compensation control unit 89 causes the first rotating machine MG1 to apply the compensation torque Tmadd when the engine 12 is started by causing the start control unit 88 to operate the clutch CR from disengagement to engagement. The generated MG1 assist is performed. In this MG1 assist, the torque compensation control unit 89 outputs the MG1 torque Tg (negative torque) from the first rotating machine MG1 so that the drop of the drive wheel torque is suppressed.

  In engine starting by operating the clutch CR from disengagement to engagement, as described above, the torque Ted transmitted to the first ring gear R1 (“OUT”) becomes the engine pulling torque Te. Accordingly, in such an engine start, when the compensation torque Tmadd is not generated by the MG1 torque Tg (negative torque), the compensation torque Tmadd by the second rotating machine MG2 is −Te. Therefore, the MG1 torque Tg (negative torque) in the MG1 assist is a torque component that is insufficient with the MG2 torque Tm with respect to the compensation torque Tmadd (= −Te). That is, the MG1 torque Tg (negative torque) is obtained by subtracting the MG2 torque Tm corresponding to the required drive torque currently output by the second rotating machine MG2 from the MG2 torque Tm that can be currently output by the second rotating machine MG2. Is a torque component that is insufficient with respect to the compensation torque Tmadd (= −Te). Note that when the second rotating machine MG2 cannot output a part of the compensation torque Tmadd, or when the second rotating machine MG2 originally adopts a mode in which the compensating torque Tmadd is not output, the torque compensation control unit 89 Outputs the MG1 torque Tg (negative torque) from the first rotating machine MG1 so that the drop of the drive wheel torque is suppressed only by the first rotating machine MG1.

  The smaller the vehicle load (for example, the required drive torque), the smaller the MG2 torque Tm used for driving the vehicle, so the surplus of the MG2 torque Tm that can be used for the compensation torque Tmadd becomes relatively large. As described above, it is preferable to use the MG2 torque Tm with priority over the MG1 torque Tg (negative torque) as the compensation torque Tmadd. Accordingly, the torque compensation control unit 89 decreases the absolute value of the MG1 torque Tg (negative torque) output from the first rotating machine MG1 as the vehicle load is smaller.

  The compensation torque Tmadd generated by the first rotating machine MG1 is a second ring gear R2 connected to the first carrier CA1 (that is, each rotating element of the second differential section 46 that is rotated integrally by engagement of the clutch C1). Acting on the clutch CR from the disengagement to the engagement as a reaction torque. Therefore, the torque compensation control unit 89 sets the absolute value of the MG1 torque Tg (negative torque) output from the first rotating machine MG1 to a predetermined value or less. This predetermined value is set based on, for example, a CR torque Tcr that can be generated based on a thermal load or the like and a torque component (= | Te + (1 + λ) / λ × Tg |) as shown by a solid line in FIG. .

  When the engine is started by operating the clutch CR from disengagement to engagement, the change in the engine rotational speed Ne is likely to vary with respect to the target value, so that the combustion stability of the engine 12 may be impaired. The engine speed Ne is feedback controlled with the MG1 torque Tg having a time constant smaller than the CR hydraulic pressure Pcr for operating the clutch CR. That is, when the engine 12 is started, the torque compensation control unit 89 outputs the MG1 torque Tg from the first rotating machine MG1 by feedback control so as to change the engine rotational speed Ne along the target value.

  When the hydraulic oil temperature THoil for operating the clutch CR is low, the response of the clutch CR (here, controllability is also agreed) may be low because the viscosity of the hydraulic oil oil is high. Or, when the hydraulic oil temperature THoil is high, the hydraulic oil leaks from a gap or the like of a valve (solenoid valve, pressure regulating valve, etc. provided in the hydraulic control circuit 54) involved in the hydraulic pressure supply to the clutch CR. In addition, the responsiveness of the clutch CR may be lowered. If the responsiveness of the clutch CR is low, the responsiveness at the start of the engine may be lowered. In such a case, although the compensation torque Tmadd is insufficient, the engine starting by generating the MG1 torque Tg (positive torque) is executed by the operation of the clutch CR from the release to the engagement. More preferred. In other words, priority is given to ensuring engine start-up responsiveness even if the drive torque drop cannot be suppressed.

  More specifically, when the condition establishment determination unit 86 determines that the compensation torque Tmadd at the engine start by generating the MG1 torque Tg (positive torque) is insufficient when starting the engine 12, the clutch CR It is determined whether the responsiveness (controllability) when operating the clutch CR is high or low based on the hydraulic oil temperature THoil of the hydraulic oil oil that operates the oil. The condition establishment determination unit 86 determines whether or not the response when operating the clutch CR is high based on whether or not the hydraulic oil temperature THoil is higher than a predetermined oil temperature. The predetermined oil temperature is a predetermined threshold value for determining that the viscosity of the hydraulic oil oil is low enough to ensure the responsiveness of the clutch CR, for example. Alternatively, the condition establishment determination unit 86 determines whether or not the response when operating the clutch CR is high based on whether or not the hydraulic oil temperature THoil is lower than the second predetermined oil temperature. The second predetermined oil temperature is, for example, a value higher than the predetermined oil temperature, and is used to determine that the hydraulic oil leakage from the valve is suppressed to such an extent that the response of the clutch CR is ensured. It is a predetermined threshold value.

  The start control unit 88 operates the clutch CR from the disengaged state to the engaged state in the engaged state of the clutch C1 when the condition establishment determining unit 86 determines that the responsiveness when operating the clutch CR is high. Then, engine start control (also referred to as CR clutch engagement engine start) is executed. On the other hand, when the condition establishment determination unit 86 determines that the response when the clutch CR is operated is low, the start control unit 88 performs the first rotation in the clutch C1 engaged state and the clutch CR released state. Engine start control (also referred to as normal engine start) in which the engine speed Ne is increased by the machine MG1 is executed.

  FIG. 19 is a flowchart for explaining a main part of the control operation of the electronic control unit 80, that is, a control operation for facilitating compensation for a drop in drive torque when the engine 12 is started. For example, the engine start is performed during EV traveling. It is executed when it is determined. FIG. 20 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 19 is executed.

  In FIG. 19, first, whether or not the compensation torque Tmadd by the second rotating machine MG2 is insufficient when the normal engine start is executed in step S10 (hereinafter, step is omitted) corresponding to the function of the condition establishment determination unit 86. Determine whether. If the determination in S10 is affirmative, in S20 corresponding to the function of the condition establishment determination unit 86, the responsiveness when operating the clutch CR based on whether or not the hydraulic oil temperature THoil is higher than a predetermined oil temperature. It is determined whether it is high. Here, for example, it may be determined whether the responsiveness when operating the clutch CR is high based on whether the hydraulic oil temperature THoil is lower than a second predetermined oil temperature (> predetermined oil temperature). If the determination in S20 is affirmative, in S30 corresponding to the functions of the start control unit 88 and the torque compensation control unit 89, CR clutch engagement engine start is selected and MG1 assist is executed (that is, MG1 assist). Yes) is selected. Subsequently to S30, the clutch CR is operated from disengagement to engagement in the engaged state of the clutch C1, and the engine 12 is started by raising the engine rotational speed Ne and igniting it. In this engine start, the compensation torque Tmadd is output by the first rotating machine MG1 and the second rotating machine MG2. The MG1 torque Tg (negative torque) is output by the MG1 assist as the torque that is insufficient with the MG2 torque Tm with respect to the necessary compensation torque Tmadd (see FIG. 17). On the other hand, if the determination in S10 is negative or if the determination in S20 is negative, normal engine start is selected in S40 corresponding to the function of the start control unit 88. Subsequently to S40, the MG1 torque Tg (positive torque) is output from the first rotating machine MG1 with the clutch C1 engaged, and the engine speed Ne is increased and ignited, whereby the engine 12 is started. (See FIG. 16).

  FIG. 20 shows a case where the CR clutch engagement engine is started from the state where the EV is running with a constant accelerator. In FIG. 20, the accelerator is operated during EV traveling in which the engine 12 is stopped in the state where the single drive EV mode (see the combined use of the emblem in FIG. 2) with the clutch C1 engaged or the O / DHV mode (forward) is established. The opening degree θacc starts to increase (see time t1). Along with this, since the required drive torque increases, the MG2 torque Tm also increases, and the positive power (that is, battery discharge power) of the power of the battery unit 20 (also referred to as battery power) also increases proportionally (time t1). -See time t4). Thereafter, the start of engine start is determined because the accelerator opening θacc has increased (see time t3). As a result, a CR torque Tcr is generated in the clutch CR. The hydraulic pressure command value for supplying the CR hydraulic pressure Pcr may be output from the engine start start determination point. However, in order to improve the engagement response of the clutch CR, as shown in the embodiment of FIG. Prediction determination may be performed and preparation for generating the CR torque Tcr may be started from the prediction determination time point. For example, a threshold value for determining whether to start the engine at an accelerator opening θacc lower than a threshold value for determining whether to start the engine is set. The time point t2 indicates that preparation for generating the CR torque Tcr is started when the accelerator opening degree θacc has reached a threshold value for predicting whether to start the engine. In preparation for generating the CR torque Tcr, first, a temporary high hydraulic pressure for moving the pressure regulating valve for supplying the CR hydraulic pressure Pcr is output as the hydraulic pressure indication value of the CR hydraulic pressure Pcr, and then the piston of the clutch CR is turned on. A constant pressure standby pressure for movement is output (see time t2−time t3). Note that this constant pressure standby pressure does not move the piston until the so-called pack filling for filling the clearance of the friction material of the clutch CR is completed. In the embodiment of FIG. 20, since the accelerator opening θacc is increased as it is after the engine start prediction determination, the engine start start determination is made, and the output of the hydraulic pressure instruction value of the CR hydraulic pressure Pcr for generating the CR torque Tcr is output. Is started (see time t3). In the output of the hydraulic pressure instruction value, first, a temporary high hydraulic pressure for packing the clutch CR is output, and then a constant pressure standby pressure is output (see time t3−time t6). When the CR torque Tcr actually starts to be generated by the output of the hydraulic pressure instruction value of the CR hydraulic pressure Pcr for generating the CR torque Tcr, the engine rotation speed Ne starts to increase (see time t5). When an increase in the engine speed Ne is detected, the MG2 torque Tm is increased and the MG1 torque Tg (negative torque) is output in order to output the compensation torque Tmadd (refer to the time t5 -t6). Since each of the rotating machines MG1 and MG2 is provided with a resolver, it is possible to accurately detect the start of the increase in the engine rotational speed Ne based on the MG1 rotational speed Ng and the MG2 rotational speed Nm. By using such detection of the start of the increase in the engine speed Ne, the relationship between the CR command value of the CR hydraulic pressure Pcr for generating the CR torque Tcr and the CR torque Tcr is learned, and the next engine The oil pressure command value of the CR oil pressure Pcr used at the start may be corrected. Alternatively, the hydraulic pressure indication value of the CR hydraulic pressure Pcr may be corrected using the detected value of the CR hydraulic pressure Pcr by the CR hydraulic pressure sensor 74 or the detected value of the piston stroke sensor in the clutch CR. When the engine rotation speed Ne starts to increase, feedback control is performed so that the first rotating machine MG1 has a desired increase locus of the engine rotation speed Ne. Since the response of the first rotating machine MG1 is faster than that of the CR hydraulic pressure Pcr, the followability to the target is improved. Since the driving torque fluctuates due to the fluctuation of the MG1 torque Tg (negative torque) in this feedback control, the fluctuation is offset by the MG2 torque Tm (see time t5−time t6). When the engine rotational speed Ne reaches a predetermined rotational speed, the engine 12 is ignited (see time t6). Along with the increase of the engine torque Te after ignition, a hydraulic pressure instruction value for decreasing the CR hydraulic pressure Pcr is output to prepare for the subsequent engine travel (see time t6-time t8). After ignition, the complete explosion determination of the engine 12 is made (see time t7), and when the combustion is stabilized, the engine torque Te is increased (see time t8 and thereafter). Since the engine power Pe can be switched to traveling using the main power source, driving by taking out battery power is reduced (see time t8-time t9).

  As described above, according to this embodiment, when the engine 12 is started, the MG1 torque Tg (positive torque) used for starting the engine 12 is generated in the engaged state of the clutch C1 and the released state of the clutch CR. In the engaged state of the clutch C1, the MG1 torque Tg (negative torque) is output so that the clutch CR is operated from disengagement to engagement and the drop of the drive torque is suppressed. The machine MG1 can generate the compensation torque Tmadd. Therefore, it is possible to easily compensate for a drop in driving torque when the engine 12 is started. As a result, for example, when the second rotating machine MG2 covers all of the compensation torque Tmadd, it is possible to expand the predetermined motor traveling area by the second rotating machine MG2 so as to secure the compensation torque Tmadd. it can.

  Further, according to this embodiment, when starting the engine 12, torque is output from each of the first rotating machine MG1 and the second rotating machine MG2 so as to suppress a drop in driving torque, so that the first rotation The compensation torque Tmadd can be generated in both the machine MG1 and the second rotary machine MG2. Thereby, it becomes easy to suppress the shock at the time of engine starting.

  Further, according to the present embodiment, the absolute value of the MG1 torque Tg (negative torque) is set to a predetermined value or less, so that the engine rotational speed Ne is increased by the clutch CR and the driving torque is decreased by the first rotating machine MG1. It is possible to achieve both compensation.

  In addition, according to the present embodiment, the absolute value of the MG1 torque Tg (negative torque) is lowered as the surplus of the MG2 torque Tm becomes relatively large and the vehicle load is small, so that the compensation torque Tmadd by the second rotating machine MG2 is reduced. Is increased, and the compensation for the drop in the driving torque can be stably performed. Thereby, it becomes easy to suppress the shock at the time of engine starting.

  Further, according to the present embodiment, since the torque that is insufficient with the MG2 torque Tm is output from the first rotating machine MG1 with respect to the torque that suppresses the drop of the driving torque, the compensation torque Tmadd by the second rotating machine MG2 is It is output preferentially over the compensation torque Tmadd by the first rotating machine MG1, and it is possible to stably compensate for the drop in the drive torque. Thereby, it becomes easy to suppress the shock at the time of engine starting.

  Further, according to the present embodiment, when starting the engine 12, the MG1 torque Tg is output by feedback control so as to change the engine rotational speed Ne along the target value, so that the response is more effective than the operation of the clutch CR. By using the high-performance first rotating machine MG1, variation in the engine rotational speed Ne can be reduced. Thereby, the combustion stability of the engine 12 is easily ensured.

  Further, according to this embodiment, when the responsiveness when the clutch CR is operated is low, the engine that increases the engine rotational speed Ne by the first rotating machine MG1 in the engaged state of the clutch C1 and the released state of the clutch CR. Since the start control is executed, it is possible to ensure the start response of the engine 12.

  Further, according to this embodiment, it is determined whether the response when the clutch CR is operated is high or low based on the hydraulic oil temperature THoil of the hydraulic oil that operates the clutch CR, and when the response of the clutch CR is low In order to ensure a smooth start of the engine 12, the engine start control by the first rotating machine MG1 is executed and the start-up response of the engine 12 can be ensured.

  Further, according to the present embodiment, the first differential section 44 includes the first sun gear S1 as the second rotating element RE2, the first ring gear R1 as the third rotating element RE3, and the first carrier CA1 as the first rotating element RE2. Since the single-pinion type planetary gear mechanism that is the rotating element RE1 is provided, the first differential portion 44 is engine torque when the differential state is controlled with the clutch C1 engaged and the clutch CR released. Torque reduced from Te is mechanically transmitted to the first ring gear R1.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the first embodiment described above, when the responsiveness when the clutch CR is operated is high, the CR clutch engagement engine start is executed and the MG1 torque Tg (negative torque) is output by the MG1 assist to compensate the torque Tmadd. Was funded. On the other hand, when the responsiveness when operating the clutch CR is low, the normal engine start with the MG1 torque Tg (positive torque) is executed. In this normal engine start, the compensation torque Tmadd is covered only by the MG2 torque Tm. Therefore, when the response when the clutch CR is operated is high, the MG2 torque Tm (that is, MG2 to be left without being used for EV traveling) that needs to be secured for use as the compensation torque Tmadd at the time of starting the engine. Torque Tm) can be reduced. In other words, if the compensation torque Tmadd is covered by the MG1 torque Tg (negative torque), it is not necessary to secure the MG2 torque Tm for use as the compensation torque Tmadd. On the other hand, if the responsiveness when the clutch CR is operated is low, the combustion stability at the start is improved by the normal engine start by the MG1 torque Tg (positive torque), but only the second rotary machine MG2 compensates. Torque Tmadd cannot be generated. Therefore, when the responsiveness when operating the clutch CR is low, the electronic control unit 80 is in a state where the operation of the engine 12 is stopped as compared with the case where the responsiveness when operating the clutch CR is high. The region of EV traveling that travels using the two-rotor MG2 as a driving force source is narrowed.

  Specifically, the hybrid control unit 82 selects (sets) the first EV region as the region for the single drive EV mode when the condition establishment determination unit 86 determines that the responsiveness when operating the clutch CR is high. ) On the other hand, the hybrid control unit 82 selects (sets) the second EV region as the region for the single drive EV mode when the condition establishment determining unit 86 determines that the responsiveness when operating the clutch CR is low. . In the first EV region, for example, a region on the high load side of the vehicle load is set wider than the second EV region (that is, the required drive torque is expanded to a higher torque region).

  FIG. 21 is a flowchart for explaining a control operation for changing the EV region in accordance with a main part of the control operation of the electronic control unit 80, that is, responsiveness when the clutch CR is operated, and is repeatedly executed during traveling, for example. The

  In FIG. 21, first, in S110 corresponding to the function of the condition establishment determination unit 86, whether or not the response when the clutch CR is operated is high based on whether or not the hydraulic oil temperature THoil is higher than a predetermined oil temperature. Is determined. Here, for example, it may be determined whether the responsiveness when operating the clutch CR is high based on whether the hydraulic oil temperature THoil is lower than a second predetermined oil temperature (> predetermined oil temperature). If the determination in S110 is affirmative, in S120 corresponding to the function of the hybrid control unit 82, the first EV region is selected (set) as the region for the single drive EV mode. On the other hand, when the determination in S110 is negative, in S130 corresponding to the function of the hybrid control unit 82, the second EV area narrower than the first EV area is selected (set) as the area of the single drive EV mode.

  As described above, according to the present embodiment, when the responsiveness when operating the clutch CR is low, the EV traveling region is narrower than when the responsiveness when operating the clutch CR is high. Therefore, when the engine 12 is started, the excess of the MG2 torque Tm is easily secured (that is, the compensation torque Tmadd by the second rotating machine MG2 is easily secured).

  FIG. 22 is a diagram illustrating a schematic configuration of each part related to traveling of the vehicle 100 to which the present invention is applied. In FIG. 22, the vehicle 100 includes an engine 12, a first rotating machine MG1, and a second rotating machine MG2, a power transmission device 102 having the first rotating machine MG1 and the second rotating machine MG2, and a drive wheel 16. It is a hybrid vehicle.

  The power transmission device 102 is provided in a power transmission path between the engine 12 and the drive wheels 16. The power transmission device 102 relatively rotates the driven gear 30 and the driven gear 30 that mesh with the drive gear 28 that is the output rotation member of the first power transmission unit 104, the second power transmission unit 26, and the first power transmission unit 104 in the case 22. A driven shaft 32 that cannot be fixed, a final gear 34 that is fixed so as not to rotate relative to the driven shaft 32 (a final gear 34 having a smaller diameter than the driven gear 30), and a differential gear 38 that meshes with the final gear 34 via a differential ring 36. Etc. The power transmission device 102 includes an axle 40 connected to the differential gear 38 and the like.

  The first power transmission unit 104 is disposed coaxially with the input shaft 42 that is an input rotation member of the first power transmission unit 104, and includes the first differential unit 106, the second differential unit 108, and the clutch CR. I have. The first differential unit 106 includes a first planetary gear mechanism 48 and a first rotating machine MG1. The second differential unit 108 includes a second planetary gear mechanism 50, a clutch C1, and a brake B1.

  In the first differential section 106, the first carrier CA1 is a first rotating element as an input element connected to the output rotating member of the second differential section 108 (that is, the second carrier CA2 of the second planetary gear mechanism 50). RE <b> 1 functions as an input rotation member of the first differential unit 106. The first sun gear S1 is integrally connected to the rotor shaft 52 of the first rotating machine MG1, and is a second rotating element RE2 as a reaction force element connected to the first rotating machine MG1 so that power can be transmitted. The first ring gear R1 is integrally connected to the drive gear 28, is a third rotating element RE3 as an output element connected to the drive wheel 16, and functions as an output rotating member of the first differential unit 106. .

  In the second differential section 108, the second sun gear S2 is a fourth rotating element RE4 that is integrally connected to the input shaft 42 and to which the engine 12 is connected via the input shaft 42 so that power can be transmitted. 2 functions as an input rotation member of the differential unit 108. The second ring gear R2 is a fifth rotating element RE5 that is selectively connected to the case 22 via the brake B1. The second carrier CA2 is a sixth rotating element RE6 connected to the input rotating member of the first differential unit 106 (that is, the first carrier CA1 of the first planetary gear mechanism 48), and the output of the second differential unit 108 It functions as a rotating member. Further, the second sun gear S2 and the second carrier CA2 are selectively coupled via the clutch C1. Further, the first sun gear S1 and the second ring gear R2 are selectively coupled via the clutch CR. Therefore, the clutch C1 is a first engagement device that selectively couples the fourth rotation element RE4 and the sixth rotation element RE6. The clutch CR is a second engagement device that selectively connects the second rotation element RE2 and the fifth rotation element RE5. The brake B1 is a third engagement device that selectively connects the fifth rotating element RE5 to the case 22 that is a non-rotating member.

  The first planetary gear mechanism 48 functions as a power split mechanism that splits the power of the engine 12 input to the first carrier CA1 into the first rotating machine MG1 and the first ring gear R1 in a state where the differential is allowed. Is possible. Thereby, the 1st differential part 106 functions as a well-known electric differential part (electric type continuously variable transmission). That is, the first differential unit 106 is an electric transmission mechanism in which the differential state of the first planetary gear mechanism 48 is controlled by controlling the operation state of the first rotating machine MG1.

  The second differential unit 108 can form four states of a direct connection state, an underdrive state, a neutral state (neutral state), and an internal lock state by switching each operation state of the clutch C1 and the brake B1. It is. Specifically, the second differential unit 108 is in a directly connected state in which the rotating elements of the second planetary gear mechanism 50 are integrally rotated in the engaged state of the clutch C1. The second differential unit 108 is in an underdrive state in which the rotation speed of the second carrier CA2 is decelerated from the engine rotation speed Ne when the brake B1 is engaged. The second differential unit 108 is in a neutral state in which the differential of the second planetary gear mechanism 50 is allowed when the clutch C1 is released and the brake B1 is released. In addition, the second differential unit 108 is in an internal lock state in which each rotation element of the second planetary gear mechanism 50 is stopped when the clutch C1 is engaged and the brake B1 is engaged.

  In the first power transmission unit 104, it is possible to configure an electric continuously variable transmission that operates at a power split ratio different from the power split ratio in the first differential unit 106. That is, in the first power transmission unit 104, in addition to the first carrier CA1 (first rotating element RE1) and the second carrier CA2 (sixth rotating element RE6) being connected, the clutch CR is engaged. By connecting the first sun gear S1 (second rotating element RE2) and the second ring gear R2 (fifth rotating element RE5), the first differential unit 106 and the second differential unit 108 have 1 An electric system that configures two differential mechanisms and operates the first differential unit 106 and the second differential unit 108 in a power split ratio different from the power split ratio of the first differential unit 106 alone. It becomes possible to function as a continuously variable transmission.

  In the first power transmission unit 104, the second differential unit 108 and the first differential unit 106 in which the above-described four states are formed are coupled, and the vehicle 100 is synchronized with the switching of the operation state of the clutch CR. Thus, a plurality of travel modes described later can be realized.

  In the first power transmission unit 104 configured as described above, the power of the engine 12 and the power of the first rotating machine MG1 are transmitted from the drive gear 28 to the driven gear 30. Therefore, the engine 12 and the first rotating machine MG1 are connected to the drive wheels 16 via the first power transmission unit 104 so that power can be transmitted.

  In the second power transmission unit 26, the power of the second rotating machine MG <b> 2 is transmitted to the driven gear 30 without passing through the first power transmission unit 104. Accordingly, the second rotating machine MG2 is coupled to the drive wheel 16 so as to be able to transmit power without going through the first power transmission unit 104. That is, the second rotating machine MG2 is a rotating machine that is coupled to the axle 40, which is an output rotating member of the power transmission device 102, so as to transmit power without passing through the first power transmission unit 104.

  The power transmission device 102 configured in this way is suitably used for an FF vehicle. In the power transmission device 102, the power of the engine 12, the power of the first rotating machine MG1, and the power of the second rotating machine MG2 are transmitted to the driven gear 30. From the driven gear 30, the final gear 34, the differential gear 38, the axles are transmitted. 40 and the like are sequentially transmitted to the drive wheel 16. In the vehicle 100, the engine 12, the first power transmission unit 104, the first rotating machine MG1, and the second rotating machine MG2 are arranged on different axes, so that the shaft length is shortened. .

  The vehicle 100 includes an electronic control device 80 that includes a control device that controls each part related to traveling. The vehicle 100 also includes a power control unit 18, a battery unit 20, a hydraulic control circuit 54, a mechanical oil pump (not shown), and the like.

  Here, travel modes that can be executed by the vehicle 100 will be described with reference to FIGS. 23 and 24-31. FIG. 23 is a chart showing the operating states of the clutch C1, the brake B1, and the clutch CR in each travel mode. In the chart of FIG. 23, the circles, blanks, Δ marks, “G”, and “M” are the same as those in FIG. As shown in FIG. 23, the vehicle 100 can selectively realize the EV travel mode and the HV travel mode as the travel mode.

  FIGS. 24-31 are collinear diagrams that can relatively represent the rotational speeds of the rotating elements RE1-RE6 in each of the first planetary gear mechanism 48 and the second planetary gear mechanism 50. FIG. In this alignment chart, vertical lines Y1-Y4 representing the rotational speeds of the respective rotary elements are, in order from the left in the drawing, the first sun gear that is the second rotary element RE2 in which the vertical line Y1 is connected to the first rotating machine MG1. The rotational speed of S1 and the rotational speed of the second ring gear R2, which is the fifth rotational element RE5 that is selectively coupled to the case 22 via the brake B1, are the first rotational elements in which the vertical lines Y2 are coupled to each other. The rotational speed of the first carrier CA1 that is RE1 and the rotational speed of the second carrier CA2 that is the sixth rotational element RE6 are compared with the rotational speed of the first ring gear R1 that is the third rotational element RE3 whose vertical line Y3 is connected to the drive gear 28. The rotation speed indicates the rotation speed of the second sun gear S2, which is the fourth rotation element RE4 connected to the engine 12, with the vertical line Y4. Various marks (□), marks (◯), marks (◇), marks (●), marks (♦), arrows, clutch C1, solid lines, and broken lines are the same as those in the first embodiment shown in FIGS. Since this is the same, the description is omitted.

  FIG. 24 is a collinear diagram for the single drive EV mode. The single drive EV mode is realized with the clutch C1, the brake B1, and the clutch CR all released, as shown in FIG. The hybrid control unit 82 stops the operation of the engine 12 and outputs the MG2 torque Tm for traveling from the second rotating machine MG2. FIG. 24 shows a case in which the second rotating machine MG2 outputs a positive torque during forward rotation (that is, the rotation direction of the first ring gear R1 when the vehicle 100 moves forward). At the time of reverse travel, the second rotating machine MG2 is reversely rotated with respect to the forward travel. When the engine brake is used together, as shown in FIG. 23, the clutch C1 or the clutch CR is engaged (refer to the combined use of the single drive EV mode). It is also possible to apply the engine brake by engaging the brake B1.

  FIG. 25 is a collinear diagram for the dual drive EV mode. As shown in FIG. 23, the double drive EV mode is realized in a state where the clutch C1 and the brake B1 are engaged and in a state where the clutch CR is released. The hybrid control unit 82 stops the operation of the engine 12 and outputs MG1 torque Tg and MG2 torque Tm for traveling from the first rotating machine MG1 and the second rotating machine MG2, respectively. FIG. 25 shows a case in which the second rotating machine MG2 outputs a positive torque by positive rotation and the first rotating machine MG1 outputs a negative torque by negative rotation. At the time of reverse travel, the first rotary machine MG1 and the second rotary machine MG2 are reversely rotated with respect to the forward travel time.

  FIG. 26 is an alignment chart in forward traveling in the O / DHV mode of the HV traveling mode, and the engine rotational speed Ne is decelerated and input with respect to the configuration for achieving the function of the electric continuously variable transmission. This is the case for low input. FIG. 27 is a collinear diagram of the forward traveling in the O / DHV mode of the HV traveling mode, and the engine rotational speed Ne is input at a constant speed with respect to the configuration for achieving the function of the electric continuously variable transmission. This is the case of high input. FIG. 28 is a collinear diagram in the reverse travel in the O / DHV mode of the HV travel mode, and the engine rotational speed Ne is input at a constant speed with respect to the configuration for achieving the function of the electric continuously variable transmission. This is the case of high input. The low input in the O / DHV mode (hereinafter referred to as the O / DHV mode Lo) is realized with the brake B1 engaged and the clutch C1 and the clutch CR released as shown in FIG. A high input in the O / DHV mode (hereinafter referred to as O / DHV mode Hi) is realized with the clutch C1 engaged and the brake B1 and clutch CR released as shown in FIG. In the O / DHV mode Lo, the clutch C1 is disengaged and the brake B1 is engaged, and the second differential section 108 is in an underdrive state, so that the engine rotational speed Ne is reduced as the power of the engine 12. In this state, the signal is transmitted to the first carrier CA1 connected to the second carrier CA2. On the other hand, in the O / DHV mode Hi, the clutch C1 is engaged and the brake B1 is released, and the second differential unit 108 is directly connected. In this state, the signal is transmitted to the first carrier CA1 connected to the second carrier CA2. In addition, in the O / DHV mode, the clutch CR is released, and the first differential unit 106 alone constitutes an electric continuously variable transmission. Thus, the first power transmission unit 104 can divide the power of the engine 12 input to the first carrier CA1 into the first sun gear S1 and the first ring gear R1. That is, in the first power transmission unit 104, the engine direct torque is mechanically transmitted to the first ring gear R1 by taking the reaction force of the engine torque Te input to the first carrier CA1 with the first rotating machine MG1. At the same time, the power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electrical path. The hybrid control unit 82 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 26 shows a case in which the second rotating machine MG2 is moving forward and outputting a positive torque in the forward rotation, and when moving backward, the second rotating machine MG2 is reversely rotated with respect to the forward movement. FIG. 27 shows a case where the second rotating machine MG2 is traveling forward by outputting a positive torque in the forward rotation. FIG. 28 shows a case where the second rotating machine MG2 is traveling backward by outputting a negative torque in a negative rotation.

  FIG. 29 is an alignment chart in the U / DHV mode of the HV traveling mode. As shown in FIG. 23, the U / DHV mode is realized in a state in which the clutch C1 and the brake B1 are released and in a state in which the clutch CR is engaged. In the U / DHV mode, the first differential unit 106 and the second differential unit 108 as a whole operate at a power split ratio different from the power split ratio of the first differential unit 106 alone. A step transmission is configured. Thereby, in the 1st power transmission part 104, the motive power of the engine 12 input into 2nd sun gear S2 can be divided | segmented into 1st sun gear S1 and 1st ring gear R1. That is, in the first power transmission unit 104, the engine direct torque is mechanically transmitted to the first ring gear R1 by taking the reaction force of the engine torque Te input to the second sun gear S2 by the first rotating machine MG1. At the same time, the power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electrical path. The hybrid control unit 82 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 29 shows a case in which the second rotating machine MG2 is moving forward and outputting a positive torque. At the time of reverse travel, the second rotating machine MG2 is reversely rotated with respect to the forward travel.

  As shown in the description with reference to FIGS. 26 to 29, in the O / DHV mode and the U / DHV mode, the power of the engine 12 is different from the configuration that achieves the function as an electric continuously variable transmission. Is different, and the power split ratio when the first power transmission unit 104 functions as an electric continuously variable transmission is different. The engine direct torque in the O / DHV mode Hi is reduced with respect to the engine torque Te. On the other hand, the engine direct torque in the U / DHV mode is increased with respect to the engine torque Te. In the present embodiment, the first differential unit 106 alone constitutes an electric continuously variable transmission in the O / DHV mode (see FIGS. 26 to 28). Therefore, when the differential state is controlled by controlling the operation state of the first rotating machine MG1 in the engaged state of the clutch C1 and the released state of the clutch CR, the first differential unit 106 is engine torque Te. The reduced torque is mechanically transmitted to the first ring gear R1.

  FIG. 30 is a collinear diagram at the time of the fixed stage mode of the HV traveling mode, and is a case of direct connection in which the rotating elements of the first differential unit 106 and the second differential unit 108 are integrally rotated. As shown in FIG. 23, the direct connection fixed stage mode is realized in a state where the clutch C1 and the clutch CR are engaged and the brake B1 is released. Thus, the first power transmission unit 104 can directly output the power of the engine 12 from the first ring gear R1. The hybrid controller 82 causes the engine 12 to output a running engine torque Te. In addition to outputting the engine torque Te, the hybrid control unit 82 may output traveling torque from at least one of the first rotating machine MG1 and the second rotating machine MG2.

  FIG. 31 is a collinear diagram in the fixed speed mode of the HV traveling mode, and shows a case of underdrive (U / D) in which the rotation of the engine 12 is decelerated and output from the first ring gear R1. The U / D in the fixed stage mode (hereinafter referred to as the U / D fixed stage mode) is realized with the brake B1 and the clutch CR engaged and with the clutch C1 released as shown in FIG. In the U / D fixed stage mode, the clutch CR is engaged, and the first differential section 106 and the second differential section 108 constitute one differential mechanism. In addition, in the U / D fixed stage mode, the brake B1 is engaged and the clutch C1 is released, and the second differential unit 108 is in an underdrive state. Thus, in the first power transmission unit 104, the rotation of the engine 12 input to the second sun gear S2 is decelerated and output from the first ring gear R1. The hybrid controller 82 causes the engine 12 to output a running engine torque Te. In addition to outputting the engine torque Te, the hybrid control unit 82 may output a traveling torque from the second rotating machine MG2. This U / D fixed stage mode is advantageous, for example, when climbing or towing.

  The hybrid control unit 82 applies the vehicle speed V and the vehicle load (for example, the required drive torque) to the travel mode switching map as shown in FIG. It is determined whether the driving mode is set. When the determined travel mode is the current travel mode, the hybrid control unit 82 establishes the current travel mode as it is, while when the determined travel mode is different from the current travel mode, Instead of the travel mode, the determined travel mode is established. In this embodiment, in each of the direct-coupled fixed-stage modes shown in FIGS. 14 and 15, the area on the low vehicle speed side may be used as the U / D fixed-stage mode area.

  The power transmission switching unit 84 controls each engagement operation (operation state) of the clutch C1, the brake B1, and the clutch CR based on the travel mode established by the hybrid control unit 82. The power transmission switching unit 84 engages and / or disengages the clutch C1, the brake B1, and the clutch CR so that power transmission for traveling in the traveling mode established by the hybrid control unit 82 is possible. The hydraulic control command signal Sp to be output is output to the hydraulic control circuit 54.

  When starting the engine 12 from the single drive EV mode, the electronic control unit 80 is in a state where the clutch C1, the clutch CR, or the brake B1 is engaged, and the engine is rotated by the first rotating machine MG1 as necessary in this state. Raise the speed Ne and ignite. In such an engine start, the electronic control unit 80 causes the second rotating machine MG2 to additionally output a compensation torque Tmadd as a reaction force canceling torque.

  In the vehicle 100 of the present embodiment, similarly to the vehicle 10 of the first and second embodiments, the second rotating machine MG2 cannot compensate for the drop in the drive torque, and there is a possibility that the shock at the time of engine start cannot be suppressed. On the other hand, in the vehicle 100 of the present embodiment, the CR clutch engagement engine start is executed and the MG1 torque Tg (negative torque) is output by the MG1 assist as in the vehicle 10 of the first and second embodiments. Cover the compensation torque Tmadd. That is, in the vehicle 100 of the present embodiment, the control operation of the electronic control device 80 shown in the first and second embodiments can be applied. Therefore, according to the present embodiment, the same effects as those of the first and second embodiments can be obtained.

  FIG. 32 is a diagram illustrating a schematic configuration of each part related to traveling of the vehicle 200 to which the present invention is applied. 32, the vehicle 200 includes an engine 12, a first rotating machine MG1, and a second rotating machine MG2, a power transmission device 202 having the first rotating machine MG1 and the second rotating machine MG2, and a drive wheel 16. It is a hybrid vehicle.

  The power transmission device 202 is provided in a power transmission path between the engine 12 and the drive wheels 16. The power transmission device 202 relatively rotates the driven gear 30 and the driven gear 30 that mesh with the drive gear 28 that is the output rotation member of the first power transmission unit 204, the second power transmission unit 26, and the first power transmission unit 204 in the case 22. A driven shaft 32 that cannot be fixed, a final gear 34 that is fixed so as not to rotate relative to the driven shaft 32 (a final gear 34 having a smaller diameter than the driven gear 30), and a differential gear 38 that meshes with the final gear 34 via a differential ring 36. Etc. The power transmission device 202 includes an axle 40 connected to the differential gear 38 and the like.

  The first power transmission unit 204 is disposed coaxially with the input shaft 42 that is an input rotation member of the first power transmission unit 204, and includes the first differential unit 44, the second differential unit 206, and the clutch CR. I have. The first differential unit 44 includes a first planetary gear mechanism 48 and a first rotating machine MG1. The second differential unit 206 includes a second planetary gear mechanism 50, a clutch C1, and a brake B1.

  In the first differential section 44, the first carrier CA1 is a first rotating element as an input element connected to the output rotating member of the second differential section 206 (that is, the second ring gear R2 of the second planetary gear mechanism 50). RE1 and functions as an input rotating member of the first differential section 44. The first sun gear S1 is integrally connected to the rotor shaft 52 of the first rotating machine MG1, and is a second rotating element RE2 as a reaction force element connected to the first rotating machine MG1 so that power can be transmitted. The first ring gear R <b> 1 is integrally connected to the drive gear 28, is a third rotating element RE <b> 3 as an output element connected to the drive wheel 16, and functions as an output rotating member of the first differential portion 44. .

  In the second differential section 206, the second sun gear S2 is a fourth rotating element RE4 that is integrally connected to the input shaft 42 and to which the engine 12 is connected via the input shaft 42 so that power can be transmitted. 2 Functions as an input rotation member of the differential unit 206. The second carrier CA2 is a fifth rotating element RE5 that is selectively connected to the case 22 via the brake B1. The second ring gear R2 is a sixth rotating element RE6 connected to the input rotating member of the first differential section 44 (that is, the first carrier CA1 of the first planetary gear mechanism 48), and the output of the second differential section 206. It functions as a rotating member. Further, the second sun gear S2 and the second carrier CA2 are selectively coupled via the clutch C1. Further, the first ring gear R1 and the second carrier CA2 are selectively connected via the clutch CR. Therefore, the clutch C1 is a first engagement device that selectively connects the fourth rotation element RE4 and the fifth rotation element RE5. The clutch CR is a second engagement device that selectively connects the third rotation element RE3 and the fifth rotation element RE5. The brake B1 is a third engagement device that selectively connects the fifth rotating element RE5 to the case 22 that is a non-rotating member.

  Although the first power transmission unit 204 is different from the first power transmission unit 24 of the vehicle 10 of the first embodiment described above in the arrangement position of each member, the clutch C1 in the second differential unit 206 is selectively connected. The connection relationship between the elements is the same except that the rotation element is different from the rotation element to which the clutch C1 in the second differential portion 46 of the vehicle 10 is selectively connected. Also in the engaged state of the clutch C1 in the second differential portion 206, as in the engaged state of the clutch C1 in the second differential portion 46, the directly connected state in which the respective rotating elements of the second planetary gear mechanism 50 are integrally rotated. It is said. Therefore, like the second differential unit 46, the second differential unit 206 switches the operation states of the clutch C1 and the brake B1 to change the direct connection state, the reverse rotation speed change state of the engine 12, the neutral state, and It is possible to form four states of internal lock state. In the first power transmission unit 204, similarly to the first power transmission unit 24, it is possible to configure an electric continuously variable transmission that operates at a power split ratio different from the power split ratio in the first differential unit 44. It is. Accordingly, in the first power transmission unit 204, as in the first power transmission unit 24, the second differential unit 206 and the first differential unit 44 in which the above-described four states are formed are connected to each other, and the vehicle Similarly to the vehicle 10, the vehicle 200 can realize a plurality of travel modes in combination with the switching of the operation state of the clutch CR.

  In the first power transmission unit 204 configured as described above, the power of the engine 12 and the power of the first rotating machine MG1 are transmitted from the drive gear 28 to the driven gear 30. Therefore, the engine 12 and the first rotating machine MG1 are coupled to the drive wheels 16 through the first power transmission unit 204 so that power can be transmitted.

  In the second power transmission unit 26, the power of the second rotating machine MG2 is transmitted to the driven gear 30 without passing through the first power transmission unit 204. Accordingly, the second rotating machine MG2 is coupled to the drive wheel 16 so as to be able to transmit power without going through the first power transmission unit 204. In other words, the second rotating machine MG2 is a rotating machine that is coupled to the axle 40, which is an output rotating member of the power transmission device 202, so as to transmit power without passing through the first power transmission unit 204.

  The power transmission device 202 configured in this manner is suitably used for an FF vehicle. In the power transmission device 202, the power of the engine 12, the power of the first rotating machine MG1, and the power of the second rotating machine MG2 are transmitted to the driven gear 30, from which the final gear 34, the differential gear 38, the axles are transmitted. 40 and the like are sequentially transmitted to the drive wheel 16. In the vehicle 200, the engine 12, the first power transmission unit 204, the first rotating machine MG1, and the second rotating machine MG2 are arranged on different axes, so that the shaft length is shortened. .

  The vehicle 200 includes an electronic control unit 80 that includes a control unit that controls each unit related to traveling. The vehicle 200 includes a power control unit 18, a battery unit 20, a hydraulic control circuit 54, a mechanical oil pump (not shown), and the like.

  Here, the vehicle 200 can selectively realize the EV traveling mode and the HV traveling mode as the traveling mode. Each travel mode that can be executed by the vehicle 200 and each operation state of each engagement device in each travel mode are as follows. Each travel mode and each operation of each engagement device shown in the diagram of FIG. It is the same as the state. Further, regarding each collinear diagram corresponding to each traveling mode, the clutch C1 of this embodiment selectively connects the second sun gear S2 and the second carrier CA2, so FIG. In the collinear diagram of FIG. 10, the clutch C1 arranged to connect the second carrier CA2 (fifth rotating element RE5) and the second ring gear R2 (sixth rotating element RE6) is connected to the second sun gear S2 (fourth rotation element). This is the same as the collinear diagram changed to the clutch C1 arranged to connect the element RE4) and the second carrier CA2 (fifth rotating element RE5). Therefore, illustration of the collinear chart in this embodiment is omitted, and description using each collinear chart is also omitted.

  In the vehicle 200 of the present embodiment, the control operation of the electronic control device 80 shown in the first and second embodiments can be applied. Therefore, according to the present embodiment, the same effects as those of the first and second embodiments can be obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, as shown in the flowchart of FIG. 19, based on the excess or deficiency of the compensation torque Tmadd by the second rotating machine MG2 and the hydraulic oil temperature THoil, the CR clutch engagement engine start and MG1 assist, or normal Although the engine start is selected and executed, the present invention is not limited to this mode. For example, the engine start method may be switched based on the excess or deficiency of the compensation torque Tmadd or the hydraulic oil temperature THoil, or the engine may be always started by CR clutch engagement engine start and MG1 assist. May be. In such an aspect, S10, S20, and S40 in the flowchart of FIG. 19 are appropriately omitted. In addition, when the clutch CR is a clutch that switches its operating state by electric power, it may be determined whether or not the CR clutch engagement engine can be started based on the state of the electric power supply source. Thus, each step of the flowchart of FIG. 19 can be changed as appropriate.

  In the above-described embodiment, the first differential units 44 and 106 include the first carrier CA1 as the first rotating element RE1, the first sun gear S1 as the second rotating element RE2, and the first ring gear R1 as the first rotating gear RE1. Although the single-pinion type first planetary gear mechanism 48 that is the three-rotation element RE3 is provided, the invention is not limited to this mode. For example, in the first differential units 44 and 106, the first carrier CA1 is the first rotating element RE1, the first ring gear R1 is the second rotating element RE2, and the first sun gear S1 is the third rotating element RE3. A single pinion type first planetary gear mechanism may be provided. In such a case, the first sun gear S1 and the first ring gear R1 are interchanged, for example, in the alignment chart of FIGS. 3 to 10 of the first embodiment described above. In short, the first differential portions 44 and 106 are configured such that one of the first sun gear S1 and the first ring gear R1 is the second rotating element RE2, the other is the third rotating element RE3, and the first carrier CA1 is A single pinion type planetary gear mechanism that is the first rotating element RE1 may be provided. The first differential portions 44 and 106 may include a double pinion type planetary gear mechanism instead of the single pinion type first planetary gear mechanism. In the case of a double pinion type planetary gear mechanism, one of the sun gear and the carrier is the second rotating element, the other is the third rotating element, and the ring gear is the first rotating element.

  In the above-described embodiment, the vehicles 10, 100, and 200 are provided with the brake B1, but the brake B1 is not necessarily provided. Even if the vehicle 10, 100, 200 does not include the brake B1, the single drive EV mode and the HV travel mode can be selectively established, and in the HV travel mode, the O / DHV mode and the U / DHV mode And can be switched. In short, a vehicle including the engine 12, the first differential units 44 and 106, the second differential units 46, 108 and 206, and the second rotating machine MG <b> 2 connected to the drive wheels 16 so that power can be transmitted. If so, the present invention can be applied. Further, the drive wheel W to which the second rotating machine MG2 is connected so as to be able to transmit power is not necessarily the same as the drive wheel 16 to which the third rotating element of the first differential unit 44, 106 is connected so as to be able to transmit power. Also good. For example, one of the front wheel and the rear wheel may be the drive wheel 16 and the other may be the drive wheel W. In such a case, the driving wheel 16 and the driving wheel W are driving wheels, and both the third rotating element and the second rotating machine MG2 are coupled to the driving wheels so that power can be transmitted. Moreover, although the invention has been described using the power transmission devices 14, 102, 202 preferably used for the FF type vehicles 10, 100, 200, the present invention can be applied to other types of vehicles such as the FR type and the RR type. The present invention can also be applied appropriately to the power transmission device used.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle 12: Engine 16: Drive wheel 44: First differential part CA1: First carrier (first rotating element)
S1: First sun gear (second rotating element)
R1: 1st ring gear (3rd rotating element)
46: 2nd differential part S2: 2nd sun gear (4th rotation element)
CA2: second carrier (fifth rotating element)
R2: Second ring gear (sixth rotating element)
48: First planetary gear mechanism (planetary gear mechanism)
80: Electronic control device (control device)
82: Hybrid control unit 86: Condition establishment determination unit 88: Start control unit 89: Torque compensation control unit 100: Vehicle 106: First differential unit 108: Second differential unit S2: Second sun gear (fourth rotating element)
R2: Second ring gear (fifth rotating element)
CA2: Second carrier (sixth rotating element)
200: Vehicle 206: Second differential portion C1: Clutch (first engagement device)
CR: Clutch (second engagement device)
MG1: First rotating machine MG2: Second rotating machine

Claims (10)

The operating state of the first rotating machine is controlled by having a second rotating element connected to the first rotating element and the first rotating machine so that power can be transmitted and a third rotating element connected to the drive wheel. A first differential unit whose differential state is controlled by the engine, a fourth rotating element connected to the engine so that power can be transmitted, a fifth rotating element, and a sixth rotating element connected to the first rotating element. A control device for a vehicle, comprising: a second differential unit; and a second rotating machine coupled to the drive wheel so as to transmit power,
The vehicle includes a first engagement device that connects any two of the fourth rotation element, the fifth rotation element, and the sixth rotation element, the second rotation element, and the third rotation element. A second engaging device that connects any one of the rotating elements and the fifth rotating element; and
When starting the engine, a start control unit that operates the second engagement device from release to engagement in an engaged state of the first engagement device;
A vehicle control device comprising: a torque compensation control unit that outputs torque from the first rotating machine so that a drop in output torque in the drive wheels is suppressed when the engine is started.   The torque compensation control unit outputs torque from each of the first rotating machine and the second rotating machine so as to suppress a drop in output torque in the drive wheels when starting the engine. The vehicle control device according to claim 1.   The vehicle control device according to claim 1, wherein the torque compensation control unit sets a torque output from the first rotating machine to a predetermined value or less.   4. The vehicle control device according to claim 1, wherein the torque compensation control unit lowers the torque output from the first rotating machine as the traveling load of the vehicle is smaller. 5. .   The torque compensation control unit outputs, from the first rotating machine, a torque component that is insufficient for the torque of the second rotating machine with respect to a torque that suppresses a drop in output torque in the driving wheel. The vehicle control device according to any one of 1 to 4.   The torque compensation control unit, when starting the engine, outputs torque from the first rotating machine by feedback control so as to change the rotational speed of the engine along a target value. The vehicle control device according to any one of 1 to 5.   When the control performance when operating the second engagement device is high, the start control unit moves the second engagement device from disengagement to engagement in the engagement state of the first engagement device. When the engine start control to be operated is performed and the controllability when operating the second engagement device is low, the engagement state of the first engagement device and the release state of the second engagement device 7. The vehicle control device according to claim 1, wherein engine start control for increasing a rotational speed of the engine by the first rotating machine is executed.   When the controllability when operating the second engagement device is low, the engine is stopped when compared with the case where the controllability when operating the second engagement device is high. The vehicle control device according to claim 7, further comprising a hybrid control unit that narrows a region of motor travel that travels using the second rotating machine as a driving force source.   At least one of a case where the temperature of the hydraulic oil that operates the second engagement device is higher than a predetermined oil temperature, and a case where the temperature of the hydraulic oil is lower than a second predetermined oil temperature that is higher than the predetermined oil temperature. The vehicle control device according to claim 7, further comprising a condition establishment determination unit that determines that the controllability when operating the second engagement device is high.   The first differential portion includes a single pinion type planetary gear mechanism in which one of a sun gear and a ring gear is the second rotating element, the other is the third rotating element, and a carrier is the first rotating element. The vehicle control device according to any one of claims 1 to 9, further comprising:

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