JP2020029168A - Vehicle control device - Google Patents

Abstract

To achieve both reduction in gear rattling noise and reduction in vehicle vibration in executing braking control that the vehicle vibration is suppressed at the time of starting an engine.SOLUTION: If time elapsing after a large tip-in operation is detected is within a prescribed time Tti at the time of starting an engine, a gain for suppressing vehicle vibration of a larger value is set as an MG2 braking gain at the time of starting the engine, in comparison with other cases. This can suppress deterioration in vehicle vibration due to overlapping of a large D/S torsional vibration caused by variation in driving force with a D/S torsional vibration caused by starting the engine, during the large tip-in operation. Further, during small tip-in operation, a gear rattling noise can be reduced by a gain for suppressing gear rattling noise set to a comparatively smaller value at the time of starting/controlling the engine. During the small tip-in operation, the D/S torsional vibration caused accompanying variation in driving force is suppressed, which can prevent the vehicle vibration from deteriorating even if the MG2 braking gain is set to be a small value.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a control device for a vehicle including an engine and a rotating machine.

  2. Description of the Related Art A control device for a vehicle including an engine and a rotating machine that is connected to a power transmission path between the engine and driving wheels so as to transmit power is well known. For example, this is a vehicle vibration suppression control device described in Patent Document 1. This Patent Literature 1 executes vibration suppression control for controlling output torque of a rotating machine by feedback control so as to suppress vehicle vibration caused by torsional vibration generated in a power transmission path at the time of starting of an engine. It is disclosed that the feedback gain used for the vibration suppression control is changed between a period from cranking the engine to the first explosion and a period after the first explosion.

JP 2012-224304 A

  By the way, when performing the above-mentioned vibration suppression control, if the feedback gain is increased, gear rattling noise in the power transmission path is easily generated. When the engine is started, if the feedback gain is set to a small value to reduce the rattling noise, the torsional vibration of the power transmission path caused by the driving force change will occur when the driver performs a tip-in operation with a high accelerator operation speed. Due to the increase, the vehicle vibration may be deteriorated in combination with the torsional vibration of the power transmission path that occurs when the engine is started.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to reduce the rattling noise and reduce the vehicle vibration when executing the vibration suppression control for suppressing the vehicle vibration at the time of starting the engine. It is an object of the present invention to provide a control device for a vehicle that can achieve both reduction and the reduction.

  The gist of the first invention is a control device for a vehicle including: (a) an engine and a rotating machine that is connected to a power transmission path between the engine and drive wheels so as to transmit power. (B) a vibration suppression control unit that performs vibration suppression control for controlling the output torque of the rotating machine by feedback control so as to suppress vehicle vibration caused by torsional vibration generated in the power transmission path; A tip-in operation detection unit that detects a large tip-in operation in which the driver's accelerator operation speed exceeds a predetermined speed; and (d) when the engine is started, the elapsed time from the detection of the large tip-in operation is a predetermined time. If it is less than or equal to the other case, the feedback gain in the feedback control used in the vibration suppression control performed at the time of the start of the engine and Te, and a gain setting unit for setting a feedback gain of a large value is to contain.

  According to a second aspect, in the vehicle control device according to the first aspect, the gain setting unit is used in the vibration suppression control until a second predetermined time has elapsed after the start of the engine. Setting the feedback gain used in the vibration suppression control performed when the engine is started as the feedback gain.

  According to a third aspect of the present invention, in the vehicle control device according to the first or second aspect, the vehicle is provided with a differential mechanism to which the engine functioning as a power source is connected so as to transmit power. An electric transmission having a first rotating machine coupled to the differential mechanism so as to be capable of transmitting power and controlling an operating state of the first rotating machine to control a differential state of the differential mechanism; And a mechanical transmission mechanism that constitutes a part of a power transmission path between an output rotation member of the electric transmission mechanism and the driving wheels. This is a second rotating machine that functions as a power source and is connected to an output rotating member of the transmission mechanism so as to transmit power.

  According to the first aspect, when the time elapsed since the detection of the large tip-in operation is within a predetermined time at the time of starting the engine, the operation is performed at the time of starting the engine as compared with other cases. Since a large value feedback gain is set as the feedback gain in the feedback control used in the vibration suppression control, a large torsional vibration of the power transmission path due to a change in the driving force and a power accompanying the engine start during a large tip-in operation. Deterioration of vehicle vibration caused by overlapping of torsional vibration of the transmission path can be suppressed. Also, during a small tip-in operation, the rattling noise of the gear in the power transmission path is reduced by the feedback gain set to a relatively small value. At the time of a small tip-in operation, the torsional vibration of the power transmission path caused by the change in the driving force is reduced, so that even if the feedback gain is set to a small value, the vehicle vibration is hardly deteriorated. Therefore, when executing the vibration suppression control for suppressing the vehicle vibration at the time of starting the engine, it is possible to achieve both the reduction of the rattle noise and the reduction of the vehicle vibration.

  According to the second aspect, the feedback gain used in the vibration suppression control is used in the vibration suppression control performed when the engine is started until the second predetermined time elapses after the start of the engine. Since the feedback gain is set, the torsional vibration of the power transmission path accompanying the start of the engine is appropriately suppressed.

  Further, according to the third aspect, in the control device of the hybrid vehicle including the electric transmission mechanism and the mechanical transmission mechanism in series, when performing the vibration suppression control for suppressing the vehicle vibration at the time of starting the engine, It is possible to achieve both reduction in rattle noise and reduction in vehicle vibration. In such a hybrid vehicle, the execution of the vibration suppression control by the second rotating machine may cause rattling noise in, for example, a non-engaged gear inside the mechanical transmission mechanism. According to the third aspect, such rattling noise can be reduced.

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle drive device provided in a vehicle to which the present invention is applied, and a diagram illustrating main parts of a control function and a control system for various controls in the vehicle. 3 is an operation chart illustrating a relationship between a shift operation of the mechanical stepped transmission unit illustrated in FIG. 1 and a combination of operations of an engagement device used therein. FIG. 4 is a nomographic chart showing a relative relationship between rotational speeds of respective rotary elements in an electric continuously variable transmission unit and a mechanical stepped transmission unit. FIG. 5 is a diagram illustrating an example of a gear position assignment table in which a plurality of simulated gear positions are assigned to a plurality of AT gear positions. FIG. 4 is a diagram illustrating an AT gear position of a stepped transmission portion and a simulated gear position of a compound transmission on the same collinear diagram as FIG. 3. FIG. 7 is a diagram illustrating an example of a simulated gear shift map used for shift control of a plurality of simulated gear positions. 4 is a flowchart illustrating a main part of a control operation of the electronic control device, that is, a control operation for achieving both reduction of gear rattle and reduction of vehicle vibration when performing MG2 vibration suppression control during engine start control. It is a flowchart explaining a main part of the control operation of the electronic control device, that is, a control operation for achieving both reduction of rattle noise and reduction of vehicle vibration when performing MG2 vibration suppression control at the time of engine start control, 8 is a flowchart executed in parallel with the flowchart of FIG. 7. FIG. 9 is a time chart when the control operation shown in the flowcharts of FIGS. 7 and 8 is executed, and is a diagram showing an example of a large tip-in operation. FIG. 9 is a time chart when the control operation shown in the flowcharts of FIGS. 7 and 8 is executed, and is a diagram showing an example of a small tip-in operation.

  In the embodiment of the present invention, the accelerator operation speed of the driver is a change amount of the accelerator operation amount of the driver per unit time, that is, a differential value of the accelerator operation amount of the driver, and a change of the accelerator operation amount of the driver. Speed, or rate of change.

  Further, the gear ratio of a transmission such as a compound transmission in which the mechanical transmission mechanism and the electric transmission mechanism and the mechanical transmission mechanism arranged in series are combined is defined as “the rotational speed of the input-side rotating member. / Rotating speed of output-side rotating member ". The high side in this speed ratio is a high vehicle speed side where the speed ratio becomes smaller. The low side of the speed ratio is a low vehicle speed side on which the speed ratio increases. For example, the lowest gear ratio is a gear ratio at the lowest vehicle speed, which is the lowest vehicle speed, and is a maximum gear ratio at which the gear ratio has the largest value.

  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 a vehicle drive device 12 provided in a vehicle 10 to which the present invention is applied, and also illustrates a main part of a control system for various controls in the vehicle 10. is there. In FIG. 1, a vehicle drive unit 12 includes an engine 14 functioning as a power source and an electric stepless motor disposed in series on a common shaft in a transmission case 16 serving as a non-rotating member attached to the vehicle body. A transmission unit 18 and a mechanical stepped transmission unit 20 are provided. The electric continuously variable transmission unit 18 is directly or indirectly connected to the engine 14 via a damper (not shown). The mechanical stepped transmission 20 is connected to the output side of the electric stepless transmission 18. Further, the vehicle drive device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped transmission portion 20, a pair of axles 26 connected to the differential gear device 24, and the like. Have. In the vehicle drive device 12, motive power output from the engine 14 and a second rotary machine MG2 described below is transmitted to the mechanical stepped transmission unit 20, and the mechanical stepped transmission unit 20 outputs the differential gear device 24 and the like. Is transmitted to the drive wheels 28 of the vehicle 10 via The vehicle drive device 12 is suitably used, for example, in an FR (front engine / rear drive) type vehicle that is vertically installed in the vehicle 10. Hereinafter, the transmission case 16 is referred to as a case 16, the electric continuously variable transmission section 18 is referred to as a continuously variable transmission section 18, and the mechanical stepped transmission section 20 is referred to as a continuously variable transmission section 20. Unless the power is particularly distinguished, torque and force are the same. Further, the continuously variable transmission section 18 and the stepped transmission section 20 are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crankshaft of the engine 14, the connecting shaft 34 described later, and the like.

  The engine 14 is a power source for running the vehicle 10 and is a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 14 controls an engine control device 50 such as a throttle actuator, a fuel injection device, an ignition device, and the like provided in the vehicle 10 by an electronic control device 80 described later. Controlled. In the present embodiment, the engine 14 is connected to the continuously variable transmission unit 18 without passing through a fluid transmission device such as a torque converter or a fluid coupling.

  The continuously variable transmission unit 18 is a power dividing mechanism that mechanically divides the power of the first rotary machine MG1 and the engine 14 into an intermediate transmission member 30 that is an output rotating member of the first rotary machine MG1 and the continuously variable transmission unit 18. And a differential mechanism 32. The second rotary machine MG2 is connected to the intermediate transmission member 30 so as to transmit power. The continuously variable transmission 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 32 is controlled by controlling the operation state of the first rotating machine MG1. The first rotating machine MG1 is a rotating machine capable of controlling the engine rotation speed Ne, which is the rotation speed of the engine 14, and corresponds to a differential rotating machine. The second rotating machine MG2 functions as a power source. And is equivalent to a traveling drive rotary machine. The vehicle 10 is a hybrid vehicle including an engine 14 and a second rotating machine MG2 as power sources for traveling. Note that controlling the operation state of the first rotating machine MG1 means performing operation control of the first rotating machine MG1.

  The first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. Each of the first rotating machine MG1 and the second rotating machine MG2 is connected to a battery 54 as a power storage device provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, and an electronic control device described later. By controlling the inverter 52 by 80, the MG1 torque Tg and the MG2 torque Tm, which are the output torques of the first rotating machine MG1 and the second rotating machine MG2, respectively, are controlled. The output torque of the rotating machine is a power running torque for a positive torque on the acceleration side, and a regenerative torque for a negative torque on the deceleration side. Battery 54 is a power storage device that exchanges power with each of first rotating machine MG1 and second rotating machine MG2.

  The differential mechanism 32 is configured by a single pinion type planetary gear device, and includes a sun gear S0, a carrier CA0, and a ring gear R0. The engine 14 is connected to the carrier CA0 via a connecting shaft 34 so that power can be transmitted, the first rotating machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the second rotating machine MG2 can be transmitted to the ring gear R0. It is connected to. In the differential mechanism 32, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction element, and the ring gear R0 functions as an output element.

  The stepped transmission unit 20 is a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path between the intermediate transmission member 30 and the drive wheels 28, that is, the stepless transmission unit 18 and the drive wheels 28. Is a mechanical transmission mechanism that constitutes a part of a power transmission path between the transmissions. The intermediate transmission member 30 also functions as an input rotation member of the stepped transmission unit 20. Since the second rotary machine MG <b> 2 is connected to the intermediate transmission member 30 so as to rotate integrally, or because the engine 14 is connected to the input side of the continuously variable transmission unit 18, the stepped transmission unit 20 is , A transmission constituting a part of a power transmission path between a power source (the second rotating machine MG2 or the engine 14) and the drive wheels 28. The intermediate transmission member 30 is a transmission member for transmitting the power of the power source to the drive wheels 28. The second rotating machine MG2 is a rotating machine connected to a power transmission path between the engine 14 and the drive wheels 28 so as to be able to transmit power. The stepped transmission unit 20 includes, for example, a plurality of sets of planetary gear units including a first planetary gear unit 36 and a second planetary gear unit 38, and a plurality of clutches C1, C2, B1, and B2 including a one-way clutch F1. A known planetary gear type automatic transmission including an engagement device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engagement device CB unless otherwise specified.

  The engagement device CB is a hydraulic friction engagement device including a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by a hydraulic actuator, and the like. The engagement device CB is controlled by each engagement oil pressure PRcb as each engagement pressure of the adjusted engagement device CB output from each of the solenoid valves SL1 to SL4 in the hydraulic control circuit 56 provided in the vehicle 10. By changing the engagement torque Tcb, which is the respective torque capacity, the operation state, which is a state such as engagement or disengagement, is switched. To transmit, for example, the AT input torque Ti, which is the input torque input to the stepped transmission portion 20, between the intermediate transmission member 30 and the output shaft 22 without sliding the engagement device CB, the AT input torque An engagement torque Tcb for obtaining the shared torque of the engagement device CB, which is the transmission torque required to be assigned to each of the engagement devices CB with respect to Ti, is required. However, in the engagement torque Tcb at which the transmission torque is obtained, the transmission torque does not increase even if the engagement torque Tcb is increased. That is, the engagement torque Tcb corresponds to the maximum torque that can be transmitted by the engagement device CB, and the transmission torque corresponds to the torque actually transmitted by the engagement device CB. Note that keeping the engagement device CB from slipping means not causing the engagement device CB to generate a differential rotation speed. Further, the engagement torque Tcb (or the transmission torque) and the engagement oil pressure PRcb have a substantially proportional relationship except for a region for supplying the engagement oil pressure PRcb necessary for packing the engagement device CB.

  The stepped transmission unit 20 is configured such that the rotating elements of the first planetary gear device 36 and the second planetary gear device 38 are partially connected to each other directly or indirectly via the engagement device CB or the one-way clutch F1. Or it is connected to the intermediate transmission member 30, the case 16, or the output shaft 22. Each rotating element of the first planetary gear device 36 is a sun gear S1, a carrier CA1, and a ring gear R1, and each rotating element of the second planetary gear device 38 is a sun gear S2, a carrier CA2, and a ring gear R2.

  The stepped transmission portion 20 is configured to change the speed ratio (also referred to as a gear ratio) γat (= AT input rotation speed Ni) by engaging one of a plurality of engagement devices, for example, a predetermined engagement device. / Stepped transmission in which any one of a plurality of shift speeds (also referred to as gear stages) having different (output rotational speeds No) is formed. That is, the stepped transmission portion 20 switches the gear stage, that is, executes a gear shift, by engaging any one of the plurality of engagement devices. The stepped transmission unit 20 is a stepped automatic transmission in which each of a plurality of gear stages is formed. In this embodiment, the gear stage formed by the stepped transmission unit 20 is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped transmission unit 20 that is the rotation speed of the input rotation member of the stepped transmission unit 20, and is the same value as the rotation speed of the intermediate transmission member 30. This is the same value as the MG2 rotation speed Nm which is the rotation speed of the rotating machine MG2. AT input rotation speed Ni can be represented by MG2 rotation speed Nm. The output rotation speed No is the rotation speed of the output shaft 22 that is the output rotation speed of the stepped transmission unit 20, and is a composite transmission that is the entire transmission including the stepless transmission unit 18 and the stepped transmission unit 20. It is also the output rotation speed of the machine 40. The compound transmission 40 is a transmission that forms part of a power transmission path between the engine 14 and the drive wheels 28.

  As shown in the engagement operation table of FIG. 2, for example, as shown in the engagement operation table of FIG. 2, the stepped transmission unit 20 includes, as a plurality of AT gears, an AT first gear (“1st” in the figure) -AT fourth gear (“4th )), The four forward AT gears are formed. The gear ratio γat of the first AT gear is the largest, and the gear ratio γat becomes smaller as the AT gear becomes higher. The engagement operation table in FIG. 2 summarizes the relationship between each AT gear and each operation state of the plurality of engagement devices. That is, the engagement operation table of FIG. 2 summarizes the relationship between each AT gear and a predetermined engagement device that is an engagement device that is engaged in each AT gear. In FIG. 2, “○” indicates engagement, “係 合” indicates engagement during engine braking or coast downshift of the stepped transmission unit 20, and a blank indicates release. Since the one-way clutch F1 is provided in parallel with the brake B2 that establishes the AT1 speed, there is no need to engage the brake B2 when starting or accelerating. The coast downshift of the stepped transmission unit 20 is a downshift determined during deceleration running due to an accelerator off in which the accelerator opening θacc is zero or substantially zero, for example. When all of the plurality of engagement devices are released, the stepped transmission portion 20 is set in a neutral state in which no AT gear is formed, that is, a neutral state in which power transmission is interrupted. Since the one-way clutch F1 is a clutch whose operation state is automatically switched, the stepped transmission portion 20 is set to the neutral state when any of the engagement devices CB is released. The determination of the downshift means that the downshift is required.

  The stepped transmission unit 20 is configured to release, from an engagement device that forms an AT gear before a gear shift, according to an accelerator operation by a driver (that is, a driver), a vehicle speed V, or the like, by an electronic control device 80 described later. The AT gear stage to be formed is switched by controlling the release of the side engagement device and the engagement of the engagement side engagement device among the predetermined engagement devices that form the AT gear stage after the shift. That is, a plurality of AT gears are selectively formed. That is, in the shift control of the stepped transmission unit 20, the shift is executed by, for example, grasping one of the engagement devices CB, that is, the shift is executed by switching between engagement and disengagement of the engagement device CB. That is, a so-called clutch-to-clutch shift is performed. For example, in a downshift from the second gear to the first gear, as shown in the engagement operation table of FIG. 2, the brake B1 serving as the release-side engagement device is released, and the engagement-side engagement device is released. Is applied. At this time, the transient hydraulic pressure of the brake B1 and the transient hydraulic pressure of the brake B2 are regulated. The disengagement-side engagement device is an engagement device that is involved in shifting of the stepped transmission portion 20 of the engagement device CB, and is controlled toward disengagement during a shift transition of the stepped transmission portion 20. It is. The engagement-side engagement device is an engagement device that is involved in shifting of the stepped transmission portion 20 of the engagement device CB, and is controlled to engage during a shift transition of the stepped transmission portion 20. It is a joint device. Note that the 2 → 1 downshift can also be executed when the one-way clutch F1 is automatically engaged by releasing the brake B1 as a disengagement-side engagement device involved in the 2 → 1 downshift. In the present embodiment, for example, a downshift from the second gear stage to the first gear stage is expressed as a 2 → 1 downshift. The same applies to other upshifts and downshifts.

  FIG. 3 is an alignment chart showing a relative relationship between the rotational speeds of the respective rotary elements in the continuously variable transmission section 18 and the stepped transmission section 20. In FIG. 3, three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 32 constituting the continuously variable transmission unit 18 are sequentially arranged from the left side of the sun gear S0 corresponding to the second rotating element RE2. The g axis represents the rotation speed, the e axis represents the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the rotation speed of the stepped transmission unit 20). An m-axis representing input rotation speed). The four vertical lines Y4, Y5, Y6, and Y7 of the stepped transmission unit 20 are, in order from the left, the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4, and the mutual rotation speed corresponding to the fifth rotation element RE5. The rotation speed of the connected ring gear R1 and carrier CA2 (that is, the rotation speed of the output shaft 22), the rotation speed of the mutually connected carrier CA1 and ring gear R2 corresponding to the sixth rotation element RE6, and the rotation speed of the seventh rotation element RE7. These are axes respectively representing the rotation speed of the sun gear S1. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (also referred to as a gear ratio) ρ0 of the differential mechanism 32. The distance between the vertical lines Y4, Y5, Y6, Y7 is determined according to the gear ratios ρ1, ρ2 of the first and second planetary gear units 36, 38. If the distance between the sun gear and the carrier is set to a value corresponding to "1" in the relationship between the vertical axes of the alignment chart, the gear ratio ρ of the planetary gear device (= the number of teeth of the sun gear Zs / The interval corresponds to the number of teeth Zr) of the ring gear.

  3, in the differential mechanism 32 of the continuously variable transmission unit 18, the engine 14 (see “ENG” in the figure) is connected to the first rotating element RE1, and the second rotating element A first rotating machine MG1 (see “MG1” in the figure) is connected to RE2, and a second rotating machine MG2 (see “MG2” in the figure) is connected to a third rotating element RE3 that rotates integrally with the intermediate transmission member 30. The rotation of the engine 14 is transmitted to the stepped transmission unit 20 via the intermediate transmission member 30. In the continuously variable transmission section 18, the relationship between the rotation speed of the sun gear S0 and the rotation speed of the ring gear R0 is indicated by straight lines L0, L0R crossing the vertical line Y2.

  In the stepped transmission section 20, the fourth rotating element RE4 is selectively connected to the intermediate transmission member 30 via the clutch C1, the fifth rotating element RE5 is connected to the output shaft 22, and the sixth rotating element RE6 is It is selectively connected to the intermediate transmission member 30 via the clutch C2 and is also selectively connected to the case 16 via the brake B2, and the seventh rotary element RE7 is selectively connected to the case 16 via the brake B1. ing. In the stepped transmission unit 20, "1st", "2nd", and "3rd" on the output shaft 22 are obtained by the straight lines L1, L2, L3, L4, and LR crossing the vertical line Y5 by the engagement / disengagement control of the engagement device CB. , "4th", and "Rev" are shown.

  A straight line L0 and straight lines L1, L2, L3, and L4 indicated by solid lines in FIG. 3 indicate relative speeds of the rotary elements in forward traveling in a hybrid traveling mode in which hybrid traveling in which at least the engine 14 is used as a power source is possible. Is shown. In this hybrid traveling mode, in the differential mechanism 32, when the reaction torque, which is the negative torque by the first rotating machine MG1, is input to the sun gear S0 in the positive rotation with respect to the engine torque Te input to the carrier CA0. In the ring gear R0, an engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg), which becomes a positive torque in the forward rotation, appears. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is used as the driving torque in the forward direction of the vehicle 10 as one of the AT gear speeds of the AT1 gear speed-AT4 gear speed. Is transmitted to the drive wheels 28 via the stepped transmission portion 20 in which is formed. At this time, the first rotating machine MG1 functions as a generator that generates a negative torque by positive rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotating machine MG2 outputs the MG2 torque Tm using all or a part of the generated power Wg or using the power from the battery 54 in addition to the generated power Wg.

  Although not shown in FIG. 3, in the alignment chart in the motor running mode in which the engine 14 is stopped and the motor can run by using the second rotating machine MG2 as a power source, the carrier CA0 Is zero rotation, and the MG2 torque Tm that becomes a positive torque in the forward rotation is input to the ring gear R0. At this time, the first rotating machine MG1 connected to the sun gear S0 is set in a no-load state and is idled by negative rotation. In other words, in the motor running mode, the engine 14 is not driven, the engine rotation speed Ne is set to zero, and the MG2 torque Tm is set as the driving torque in the forward direction of the vehicle 10 in any one of the AT1 gear position to the AT4 gear position. The transmission is transmitted to the drive wheels 28 via the stepped transmission portion 20 in which the AT gear is formed. Here, the MG2 torque Tm is a forward running power torque.

  A straight line L0R and a straight line LR, which are indicated by broken lines in FIG. 3, indicate the relative speeds of the rotary elements in the reverse running in the motor running mode. In the reverse running in the motor running mode, the MG2 torque Tm that becomes a negative torque due to the negative rotation is input to the ring gear R0, and the MG2 torque Tm is used as the driving torque in the reverse direction of the vehicle 10 to form the AT1 gear. The power is transmitted to the drive wheels 28 via the stepped transmission unit 20. In the vehicle 10, in a state where, for example, an AT1 speed gear, which is a low AT gear for forward movement among a plurality of AT gears, is formed by an electronic control device 80 described later, the forward gear during forward running is formed. The reverse running can be performed by causing the second rotating machine MG2 to output the reverse MG2 torque Tm whose polarity is opposite to the MG2 torque Tm. Here, the forward MG2 torque Tm is a power running torque that is a positive torque for forward rotation, and the reverse MG2 torque Tm is a power running torque that is a negative torque for negative rotation. As described above, the vehicle 10 performs reverse traveling by inverting the sign of the MG2 torque Tm using the forward AT gear. To use the AT gear for forward movement means to use the same AT gear as when performing forward running. In the hybrid traveling mode, the second rotating machine MG2 can be rotated in the negative direction as indicated by the straight line L0R, so that the reverse traveling can be performed as in the motor traveling mode.

  In the vehicle drive device 12, a carrier CA0 as a first rotating element RE1 to which the engine 14 is connected so as to transmit power, and a sun gear S0 as a second rotating element RE2 to which the first rotating machine MG1 is connected so as to transmit power. A differential mechanism 32 having three rotating elements with a ring gear R0 as a third rotating element RE3 to which the intermediate transmission member 30 is connected is provided, and the operating state of the first rotary machine MG1 is controlled to control the differential mechanism. The continuously variable transmission unit 18 is configured as an electric transmission mechanism in which the differential state of 32 is controlled. In other words, the third rotating element RE3 to which the intermediate transmission member 30 is connected is the third rotating element RE3 to which the second rotating machine MG2 is connected so as to transmit power. That is, the vehicle drive device 12 includes the differential mechanism 32 to which the engine 14 is connected so as to transmit power and the first rotating machine MG1 connected to the differential mechanism 32 so as to transmit power. The continuously variable transmission 18 in which the differential state of the differential mechanism 32 is controlled by controlling the operation state of the machine MG1 is configured. The continuously variable transmission 18 has a ratio of the engine rotation speed Ne equal to the rotation speed of the connection shaft 34 serving as the input rotation member to the MG2 rotation speed Nm which is the rotation speed of the intermediate transmission member 30 serving as the output rotation member. The operation is performed as an electric continuously variable transmission in which the value of the gear ratio γ0 (= Ne / Nm) is changed.

  For example, in the hybrid traveling mode, the rotational speed of the first rotary machine MG1 is higher than the rotational speed of the ring gear R0 that is restricted by the rotation of the drive wheels 28 due to the formation of the AT gear in the stepped transmission unit 20. Is controlled to increase or decrease the rotation speed of the sun gear S0, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in hybrid traveling, it is possible to operate the engine 14 at an efficient operating point. That is, the continuously variable transmission unit 20 in which the AT gear is formed and the continuously variable transmission unit 18 that is operated as a continuously variable transmission, the composite in which the continuously variable transmission unit 18 and the continuously variable transmission unit 20 are arranged in series. A continuously variable transmission can be configured as the transmission 40 as a whole.

  Alternatively, since the continuously variable transmission unit 18 can be shifted like a stepped transmission, the continuously variable transmission unit 20 in which an AT gear is formed and the continuously variable transmission unit that shifts like a continuously variable transmission. 18, the transmission can be shifted as a stepped transmission as a whole of the composite transmission 40. That is, in the compound transmission 40, the stepped transmission is selectively performed so as to selectively establish a plurality of gears having different gear ratios γt (= Ne / No) representing the value of the ratio of the engine rotation speed Ne to the output rotation speed No. The unit 20 and the continuously variable transmission unit 18 can be controlled. In this embodiment, the gear stage established by the compound transmission 40 is referred to as a simulated gear stage. The speed ratio γt is a total speed ratio formed by the continuously variable transmission unit 18 and the stepped transmission unit 20 which are arranged in series, and is a ratio of the transmission ratio γ0 of the continuously variable transmission unit 18 to the stepped transmission unit 20. It becomes a value (γt = γ0 × γat) multiplied by the speed ratio γat.

  The simulated gear stages are respectively set for each AT gear stage of the stepped transmission unit 20 by a combination of each AT gear stage of the stepped transmission unit 20 and the speed ratio γ0 of one or more types of the continuously variable transmission unit 18. One or more types are assigned. For example, FIG. 4 is an example of a gear position assignment table. In FIG. 4, a simulated first gear stage-a simulated third gear stage is established for the AT1 gear stage, and a simulated fourth gear stage-a simulated sixth gear stage is established for the AT2 gear stage. It is determined in advance that the simulated seventh gear speed-the simulated ninth gear speed is established for the AT third gear speed, and the simulated tenth gear speed is established for the AT fourth gear speed.

  FIG. 5 is a diagram illustrating the AT gear of the stepped transmission portion 20 and the simulated gear of the compound transmission 40 on the same alignment chart as FIG. In FIG. 5, the solid line illustrates a case where the simulated fourth speed gear-simulated sixth speed gear is established when the stepped transmission portion 20 is at the second gear. In the compound transmission 40, the continuously variable transmission portion 18 is controlled such that the engine rotational speed Ne achieves a predetermined gear ratio γt with respect to the output rotational speed No. Is established. The broken line illustrates a case where the simulated seventh gear is established when the stepped transmission portion 20 is at the third gear AT. In the compound transmission 40, the simulated gear position is switched by controlling the continuously variable transmission portion 18 in accordance with the switching of the AT gear position.

  Returning to FIG. 1, the vehicle 10 includes an electronic control unit 80 as a controller including a control unit of the vehicle 10 related to control of the engine 14, the continuously variable transmission unit 18, the stepped transmission unit 20, and the like. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control unit 80, and is a functional block diagram illustrating a main part of a control function of the electronic control unit 80. 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. The CPU uses a temporary storage function of the RAM and operates according to a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control unit 80 is divided into an engine control unit, a shift control unit, and the like as necessary.

  The electronic control unit 80 includes various sensors provided in the vehicle 10 (for example, the engine speed sensor 60, the MG1 speed sensor 62, the MG2 speed sensor 64, the output speed sensor 66, the accelerator opening sensor 68, the throttle valve Various signals and the like (for example, the engine rotation speed Ne and the rotation speed of the first rotating machine MG1) based on detection values by the opening degree sensor 70, the brake pedal sensor 72, the G sensor 74, the shift position sensor 76, the battery sensor 78, the oil temperature sensor 79, and the like. MG1 rotation speed Ng which is rotation speed, MG2 rotation speed Nm which is AT input rotation speed Ni, output rotation speed No corresponding to vehicle speed V, accelerator as driver's acceleration operation amount representing magnitude of driver's acceleration operation The opening degree θacc, the throttle valve opening degree θth, which is the opening degree of the electronic throttle valve, Brake-on Bon which is a signal indicating a state where the rake pedal is operated by the driver, front and rear G of the vehicle 10, operation position POSsh of a shift lever 58 as a shift operation member provided in the vehicle 10, battery temperature THbat of the battery 54 , The battery charging / discharging current Ibat, the battery voltage Vbat, and the operating oil supplied to the hydraulic actuator of the engagement device CB, that is, the operating oil temperature THoil which is the temperature of the operating oil for operating the engagement device CB. .

  The driver's acceleration operation amount representing the magnitude of the driver's acceleration operation is, for example, an accelerator operation amount which is an operation amount of an accelerator operation member such as an accelerator pedal, and is a driver's output request amount for the vehicle 10. As the driver's required output, a throttle valve opening θth or the like can be used in addition to the accelerator opening θacc.

  From the electronic control unit 80, various command signals (for example, an engine control command signal Se for controlling the engine 14) are sent to various devices (for example, the engine control device 50, the inverter 52, the hydraulic control circuit 56, etc.) provided in the vehicle 10. A rotating machine control command signal Smg for controlling the first rotating machine MG1 and the second rotating machine MG2, and a hydraulic control command signal Sat for controlling the operating state of the engagement device CB are output. The hydraulic control command signal Sat is also a hydraulic control command signal for controlling the shift of the stepped transmission unit 20, and for example, controls each of the engaging hydraulic pressures PRcb supplied to the respective hydraulic actuators of the engaging device CB. This is a command signal for driving the solenoid valves SL1 to SL4 and the like. The electronic control unit 80 sets a hydraulic command value corresponding to the value of each engaging hydraulic pressure PRcb supplied to each hydraulic actuator to obtain a target engaging torque Tcb of the engaging device CB, and sets the hydraulic command value. Is output to the hydraulic control circuit 56 according to the drive current or the drive voltage.

  The electronic control unit 80 calculates a state of charge value SOC [%] as a value indicating the state of charge of the battery 54 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. Further, the electronic control unit 80 calculates chargeable / dischargeable powers Win and Wout that define a usable range of the battery power Pbat, which is the power of the battery 54, based on the battery temperature THbat and the state of charge SOC of the battery 54, for example. I do. The chargeable / dischargeable powers Win and Wout are a chargeable power Win as an inputtable power that defines a limit on the input power of the battery 54 and a dischargeable power Wout as an outputable power that defines a limit on the output power of the battery 54. is there. For example, the chargeable / dischargeable power Win and Wout are decreased as the battery temperature THbat is lower in a low temperature range where the battery temperature THbat is lower than the normal range, and are lower as the battery temperature THbat is higher in a high temperature range where the battery temperature THbat is higher than the normal range. Is done. Also, the chargeable power Win is reduced as the charge state value SOC increases, for example, in a region where the charge state value SOC is high. Also, the dischargeable power Wout is reduced as the state of charge SOC decreases, for example, in a region where the state of charge SOC is low.

  The electronic control unit 80 includes an AT shift control unit, that is, an AT shift control unit 82, and a hybrid control unit, that is, a hybrid control unit 84, for implementing various controls in the vehicle 10.

  The AT shift control unit 82 determines the shift of the stepped transmission unit 20 by using a relationship that is obtained and stored in advance experimentally or by design, that is, a predetermined relationship, such as an AT gear shift map, The shift control of the stepped transmission unit 20 is executed as necessary. In the shift control of the stepped transmission section 20, the AT shift control section 82 uses the solenoid valves SL1-SL4 to disengage the engagement device CB so that the AT gear of the stepped transmission section 20 is automatically switched. Is output to the hydraulic control circuit 56. The AT gear position shift map has a predetermined relationship in which, for example, a shift line for determining a shift of the stepped transmission portion 20 is provided on two-dimensional coordinates using the output rotational speed No and the accelerator opening θacc as variables. . Here, the vehicle speed V or the like may be used instead of the output rotation speed No, or the required drive torque Tdem or the throttle valve opening θth may be used instead of the accelerator opening θacc. Each shift line in the AT gear shift map is an upshift line for determining an upshift and a downshift line for determining a downshift. Each of these shift lines indicates whether the output rotation speed No has crossed the line on a line indicating a certain accelerator opening θacc, or whether the accelerator opening θacc has crossed a line on a line indicating a certain output rotation speed No, That is, it is for determining whether or not the vehicle has crossed a shift point which is a value at which a shift on the shift line should be executed, and is determined in advance as a series of the shift points.

  The hybrid control unit 84 has a function as an engine control unit that controls the operation of the engine 14, that is, a function as an engine control unit, and a rotating machine control unit that controls the operations of the first rotating machine MG1 and the second rotating machine MG2 via the inverter 52. That is, it includes functions as a rotating machine control unit, and performs hybrid drive control and the like by the engine 14, the first rotating machine MG1, and the second rotating machine MG2 by the control functions. The hybrid control unit 84 calculates the required driving power Pdem by applying the accelerator opening θacc and the vehicle speed V to a predetermined relationship, for example, a driving force map. In other words, the required drive power Pdem is the required drive torque Tdem at the vehicle speed V at that time. The hybrid control unit 84 takes into consideration the chargeable / dischargeable power Win, Wout of the battery 54 and the like, and controls the engine 14 so as to achieve the required drive power Pdem. It outputs a rotating machine control command signal Smg which is a command signal for controlling the rotating machine MG1 and the second rotating machine MG2. The engine control command signal Se is, for example, a command value of the engine power Pe that is the power of the engine 14 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotating machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotating machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng when the command is output as the reaction torque of the engine torque Te. This is a command value of the power consumption Wm of the second rotating machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

  For example, when operating the continuously variable transmission unit 18 as a continuously variable transmission to operate the continuously variable transmission unit 18 as a continuously variable transmission as a whole, the hybrid control unit 84 determines the required driving power Pdem in consideration of the engine optimal fuel efficiency point and the like. By controlling the engine 14 and the generated power Wg of the first rotating machine MG1 so that the engine rotation speed Ne and the engine torque Te are obtained to obtain the engine power Pe that realizes the stepless transmission of the continuously variable transmission unit 18. The gear change control is executed to change the gear ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt of the composite transmission 40 when operating as a continuously variable transmission is controlled.

  For example, when the continuously variable transmission unit 18 is shifted like a stepped transmission and the combined transmission 40 is shifted like a stepped transmission, the hybrid control unit 84 has a predetermined relationship, for example, a simulated gear. The shift of the compound transmission 40 is determined using the gear shift map, and a plurality of simulated gears are selectively established in coordination with the shift control of the AT gear of the step-variable transmission unit 20 by the AT shift control unit 82. Thus, the shift control of the continuously variable transmission unit 18 is executed. The plurality of simulated gear stages can be established by controlling the engine rotation speed Ne by the first rotating machine MG1 according to the output rotation speed No so that the respective gear ratios γt can be maintained. The speed ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire range of the output rotational speed No, and may be changed in a predetermined region, or may be limited by the upper or lower limit of the rotational speed of each part. May be added. As described above, the hybrid control unit 84 can perform the shift control that changes the engine rotation speed Ne like a stepped shift.

  In the simulated gear shift map, similarly to the AT gear shift map, the output rotation speed No and the accelerator opening θacc are set in advance as parameters. FIG. 6 is an example of the simulated gear shift map, in which the solid line is an upshift line, and the broken line is a downshift line. By switching the simulated gear positions in accordance with the simulated gear speed shift map, the same shift feeling as that of the stepped transmission can be obtained as a whole of the composite transmission 40 in which the continuously variable transmission section 18 and the stepped transmission section 20 are arranged in series. can get. The simulated stepped shift control that shifts the entire composite transmission 40 like a stepped transmission is performed, for example, when the driver selects a driving mode that emphasizes driving performance such as a sports driving mode or when the required driving torque Tdem is relatively small. When it is large, it may be executed only prior to the continuously variable transmission control that operates the composite transmission 40 as a continuously variable transmission as a whole, but the simulated stepped transmission control is basically executed except for a predetermined execution restriction time. May be.

  The simulated stepped shift control by the hybrid control unit 84 and the shift control of the stepped transmission unit 20 by the AT shift control unit 82 are executed in a coordinated manner. In the present embodiment, ten types of simulated gear stages, ie, a simulated first gear stage-a simulated tenth gear stage, are assigned to four types of AT gear stages, ie, an AT first gear stage-AT fourth gear stage. Therefore, the AT gear shift map is determined so that the AT gear is shifted at the same timing as the simulated gear. Specifically, the upshift lines of “3 → 4”, “6 → 7”, and “9 → 10” of the simulated gear in FIG. 6 correspond to “1 → 2” and “2” of the AT gear shift map. → 3 ”and“ 3 → 4 ”(see“ AT1 → 2 ”in FIG. 6). Also, the downshift lines of “3 ← 4”, “6 ← 7”, and “9 ← 10” of the simulated gear in FIG. 6 correspond to “1 ← 2” and “2 ← 3” of the AT gear shift map. , “3 ← 4” (see “AT1 ← 2” and the like described in FIG. 6). Alternatively, an AT gear shift command may be output to the AT shift control unit 82 based on the determination of the simulated gear shift based on the simulated gear shift map of FIG. As described above, when the stepped transmission portion 20 is upshifted, the entire composite transmission 40 is upshifted, whereas when the stepped transmission portion 20 is downshifted, the entire composite transmission 40 is downshifted. Will be The AT shift control unit 82 switches the AT gear position of the stepped transmission unit 20 when the simulated gear position is switched. Since the shift in the AT gear is performed at the same timing as the shift timing in the simulated gear, the shift in the stepped transmission section 20 is performed with a change in the engine rotation speed Ne. The driver is less likely to feel uncomfortable even if there is a shock associated with the shift.

  The hybrid control unit 84 selectively establishes a motor traveling mode or a hybrid traveling mode as the traveling mode according to the traveling state. For example, when the required drive power Pdem is in a motor travel region smaller than the predetermined threshold, the hybrid control unit 84 establishes the motor travel mode while the required drive power Pdem is equal to or greater than the predetermined threshold. When the vehicle is in the hybrid traveling region, the hybrid traveling mode is established. In addition, even when the required drive power Pdem is in the motor travel region, the hybrid control unit 84 sets the hybrid travel mode to the hybrid travel mode if the state of charge SOC of the battery 54 is less than a predetermined engine start threshold. It is established. The motor traveling mode is a traveling state in which the second rotary machine MG2 generates a driving torque and travels with the engine 14 stopped. The hybrid traveling mode is a traveling state in which the vehicle travels while the engine 14 is running. The engine start threshold value is a predetermined threshold value for determining that the state of charge SOC needs to charge the battery 54 by forcibly starting the engine 14.

  When the operation of the engine 14 is stopped, the hybrid control unit 84 determines whether or not the vehicle state has transitioned from the motor traveling region to the hybrid traveling region, or if the state of charge SOC has dropped below the engine start threshold value. An engine start control for starting the engine 14 by establishing the mode is performed. When starting the engine 14, the hybrid control unit 84 raises the engine rotation speed Ne by the first rotating machine MG1 and ignites the engine when the engine rotation speed Ne becomes equal to or higher than a predetermined ignitable rotation speed. Start 14 That is, the hybrid control unit 84 starts the engine 14 by cranking the engine 14 with the first rotating machine MG1.

  Here, vibration suppression control for suppressing vehicle vibration caused by torsional vibration generated in a power transmission path, which is a drive line from the drive system, for example, the engine 14 to the drive wheels 28, will be described in detail. The electronic control unit 80 further includes a vibration suppression control unit, that is, a vibration suppression control unit 86, in order to realize such vibration suppression control for suppressing vehicle vibration.

  The vibration suppression control unit 86 performs a vibration suppression control for controlling the MG2 torque Tm by feedback control so as to suppress vehicle vibration caused by torsional vibration generated in a power transmission path between the engine 14 and the drive wheels 28. For example, the vibration suppression control unit 86 detects a change in the MG2 rotation speed Nm based on a signal from the MG2 rotation speed sensor 64, and controls the MG2 vibration suppression torque to have an opposite phase to the change so as to suppress the change. Is output to the inverter 52 in addition to the MG2 torque Tm required for traveling, and a rotating machine control command signal Smg for outputting from the second rotating machine MG2 to the inverter 52. In this embodiment, the vibration suppression control by the second rotating machine MG2 is referred to as MG2 vibration suppression control.

  When the engine 14 is started, that is, at the time of engine start control by the hybrid control unit 84, the vehicle vibration due to the torsional vibration of the axle 26, for example, the power transmission path due to the change in the forcible force such as the cranking torque, the compression torque of the engine 14, and the initial explosion torque. Easy to grow. Therefore, it is conceivable to set the feedback gain in the feedback control used in the MG2 vibration suppression control to a large value during the engine start control. Increasing the feedback gain means increasing the MG2 damping torque. In this embodiment, the feedback gain used in the MG2 vibration suppression control is referred to as a vibration suppression gain or an MG2 vibration suppression gain. The torsional vibration of the axle 26 is referred to as drive shaft torsional vibration (= D / S torsional vibration).

  If the MG2 vibration suppression gain is set to a large value, gear rattle in the power transmission path is likely to occur. In particular, in the vehicle 10 in which the stepped transmission portion 20 is disposed between the intermediate transmission member 30 and the drive wheels 28, since the non-engagement gear exists inside the stepped transmission portion 20, the non-engagement gear The rattling noise is likely to occur due to the input of the fluctuation of the MG2 damping torque. The non-engaged gear inside the stepped transmission portion 20 is a gear meshing portion that is not included in a power transmission path through which torque is transmitted in a state where a certain AT gear is formed, that is, a certain AT gear The gear is a gear to which no torque is applied mechanically inside the stepped transmission portion 20 when the gear is formed, and is not involved in forming the power transmission path of the AT gear.

  When the MG2 vibration suppression gain at the time of engine start control is set to a small value in order to reduce the rattling noise as described above, when the D / S torsional vibration occurs due to a change in the driving force due to the tip-in operation, the engine is started. In combination with the D / S torsional vibration associated with the control, there is a possibility that the vehicle vibration will deteriorate. The larger the tip-in operation, the greater the D / S torsional vibration, and thus the more easily the vehicle vibration is deteriorated. When performing the MG2 vibration suppression control at the time of engine start control, it is desirable to achieve both reduction in rattle noise and reduction in vehicle vibration. The tip-in operation is an operation of increasing the accelerator opening θacc by the driver, for example, an operation of depressing an accelerator pedal, an accelerator-on operation from an accelerator-off operation, and an operation of increasing the accelerator pedal operation. The large tip-in operation is an operation of increasing the accelerator opening θacc at which the driver's accelerator operation speed Dacc (= dθacc / dt) is large as compared with the small tip-in operation.

  The electronic control unit 80 performs a tip-in operation for generating large D / S torsional vibration in order to achieve both reduction of rattle noise and reduction of vehicle vibration when performing MG2 vibration suppression control during engine start control. When the engine start control overlaps, the MG2 damping gain is set to a large value to reduce vehicle vibration, and when they do not overlap, the MG2 damping gain is set to a small value to reduce rattling noise. That is, when a large tip-in operation is performed, the electronic control unit 80 switches the MG2 vibration suppression gain used for the MG2 vibration suppression control during the engine start control to a large value.

  The electronic control unit 80 further includes a tip-in operation detection means for realizing a control function of achieving both reduction of rattle noise and reduction of vehicle vibration when performing MG2 vibration suppression control during engine start control. That is, it includes a tip-in operation detection unit 88, a state determination unit or state determination unit 90, and a gain setting unit or gain setting unit 92.

  The tip-in operation detecting unit 88 detects a large tip-in operation in which the driver's accelerator operation speed Dacc exceeds a predetermined speed. Specifically, the tip-in operation detecting unit 88 determines whether or not the accelerator operation speed Dacc is higher than a predetermined speed. The predetermined speed is a predetermined chip-in operation determination threshold value for determining that the operation is a large chip-in operation in which, for example, the vehicle vibration is likely to be deteriorated when it overlaps with the engine start control. When a large tip-in operation is detected by determining that the accelerator operation speed Dacc is higher than the predetermined speed, the tip-in operation detection unit 88 clears the tip-in operation counter, that is, resets it to zero. When detecting a small tip-in operation by determining that the accelerator operation speed Dacc is equal to or lower than the predetermined speed, the tip-in operation detecting unit 88 increments or increases the tip-in operation counter. The tip-in operation counter is a numerical value obtained by counting the time during which the accelerator operation speed Dacc has been kept below the predetermined speed.

  The state determination unit 90 determines, for example, whether the engine start processing is performed, whether the engine stop processing is performed, or whether the engine is intermittent, that is, whether the motor is running. That is, state determination unit 90 determines whether there is a possibility that engine start control will be performed. For example, when the engine 14 is stopped by performing the engine stop processing, the engine start control may be performed thereafter. Further, when the engine 14 is operating after the engine start control, there is no possibility that the engine start control is performed.

  When the state determination unit 90 determines that the engine start control is likely to be performed, it determines whether the accelerator opening θacc is equal to or greater than the predetermined opening and the tip-in operation counter is less than the predetermined time Tti. Is determined. The predetermined opening is, for example, a predetermined threshold value for determining that the accelerator pedal is depressed. The predetermined time Tti is a predetermined time in which, for example, even if a small tip-in operation is performed after a large tip-in operation in which the accelerator operation speed Dacc exceeds the predetermined speed, a D / S torsional vibration that easily deteriorates the vehicle vibration remains. Maximum time. As described above, the state determination unit 90 determines whether the elapsed time from the detection of the large tip-in operation is within the predetermined time Tti.

  When the state determination unit 90 determines that the engine start control is likely to be performed, the gain setting unit 92 determines whether the MG2 vibration suppression gain at the time of the engine start control is to be switched. Is set to “OFF” in which the MG2 vibration suppression gain is not switched. On the other hand, when the state determination unit 90 determines that the elapsed time from the detection of the large chip-in operation is within the predetermined time Tti, the gain setting unit 92 determines the MG2 vibration suppression gain switching determination as MG2. Set “ON” to switch the vibration suppression gain.

  The state determination unit 90 determines whether the engine 14 has been started, that is, whether the engine start control has been started. When it is determined that the engine 14 has been started, the state determination unit 90 determines whether or not the MG2 vibration suppression gain switching determination is “ON”.

  When it is determined by the state determination unit 90 that the engine 14 has not been started, the gain setting unit 92 allocates or sets a predetermined gain other than during engine start control as the MG2 vibration suppression gain. The time other than the time of the engine start control includes, for example, the time of motor running when the engine 14 is stopped, the time of hybrid running when the engine 14 is running, and the time of stopping the engine 14. Different values are set for the gains other than during the engine start control, for example, during motor running, during hybrid running, during stop processing of the engine 14, and the like.

  When the state determination unit 90 determines that the engine 14 is started and the MG2 vibration suppression gain switching determination is not “ON”, the gain setting unit 92 determines the MG2 vibration suppression gain during the engine start control. In this case, a predetermined rattle suppression gain is allocated. When the state determination unit 90 determines that the engine 14 is being started and the MG2 vibration suppression gain switching determination is “ON”, the gain setting unit 92 determines whether the MG2 vibration suppression during the engine start control is performed. As the gain, a predetermined vehicle vibration suppression gain is allocated. The vehicle vibration suppression gain is set to a value larger than the rattle noise suppression gain. As described above, when the time elapsed since the detection of the large tip-in operation is within the predetermined time Tti when the engine 14 is started, the gain setting unit 92 sets the engine start as compared with the other cases. As the MG2 vibration suppression gain at the time of control, a large value MG2 vibration suppression gain is set. It should be noted that the vehicle vibration suppression gain is set to a value larger than the gain other than during the engine start control. Further, the MG2 vibration suppression gain (vehicle vibration suppression gain, rattle noise suppression gain) at the time of engine start control is set to a value larger than, for example, a gain set at the time of motor running other than at the time of engine start control.

  The gain setting unit 92 sets the MG2 vibration suppression gain (the vehicle vibration suppression gain and the rattle noise suppression gain) during the engine start control as the MG2 vibration suppression gain until the second predetermined time Teng elapses after the start of the engine start control. Set. The second predetermined time Teng is, for example, a predetermined maximum time during which D / S torsional vibration associated with engine start control remains.

  FIGS. 7 and 8 illustrate a main part of the control operation of the electronic control unit 80, that is, a reduction in gear rattle and a reduction in vehicle vibration at the time of executing MG2 vibration suppression control during engine start control. 5 is a flowchart illustrating a control operation, and is repeatedly performed, for example, while the vehicle 10 is traveling. The flowchart of FIG. 7 and the flowchart of FIG. 8 are executed in parallel. 9 and 10 are examples of time charts when the control operations shown in the flowcharts of FIGS. 7 and 8 are executed.

  In FIG. 7, first, in a step (hereinafter, step is omitted) S10 corresponding to the function of the tip-in operation detecting unit 88, the amount of change in the accelerator opening θacc from the previous time in the control operation repeatedly executed is larger than a predetermined value. It is determined whether or not the accelerator operation speed Dacc is higher than a predetermined speed. If the determination in S10 is affirmative, the tip-in operation counter is cleared in S20 corresponding to the function of the tip-in operation detection unit 88. If the determination in S10 is negative, in S30 corresponding to the function of the tip-in operation detecting unit 88, the tip-in operation counter is incremented. Subsequent to S20 or S30, in S40 corresponding to the function of the state determination unit 90, whether or not an engine start process is performed, whether or not an engine stop process is performed, or during engine intermittent operation It is determined whether there is. If the determination in S40 is negative, this routine ends. If the determination in S40 is affirmative, in S50 corresponding to the function of the gain setting unit 92, the MG2 vibration suppression gain switching determination is set to “OFF”. Next, in S60 corresponding to the function of the state determination unit 90, it is determined whether the accelerator opening θacc is equal to or greater than the predetermined opening and the tip-in operation counter is less than the predetermined time Tti. If the determination in S60 is negative, this routine is ended. If the determination in S60 is affirmative, in S70 corresponding to the function of the gain setting unit 92, the MG2 vibration suppression gain switching determination is set to “ON”.

  8, first, in S110 corresponding to the function of the state determination unit 90, it is determined whether or not the engine 14 has been started. If the determination in S110 is affirmative, in S120 corresponding to the function of the state determination unit 90, it is determined whether the MG2 vibration suppression gain switching determination is “ON”. If the determination in S120 is affirmative, in S130 corresponding to the function of the gain setting unit 92, a vehicle vibration suppression gain is allocated as the MG2 vibration suppression gain during engine start control. If the determination in S120 is negative, in S140 corresponding to the function of the gain setting unit 92, a gear rattle suppression gain is allocated as the MG2 vibration suppression gain during engine start control. If the determination in S110 is negative, in S150 corresponding to the function of the gain setting unit 92, a gain other than during engine start control is allocated as the MG2 vibration suppression gain.

  FIG. 9 shows a time chart when the engine start control is performed in a state where a large tip-in operation has been performed. In FIG. 9, D / S torsional vibration occurs due to a change in driving force due to an accelerator-on operation during motor running (see “EV” in the engine operation mode) (see section A). Since this accelerator-on operation is a large chip-in operation in which the accelerator operation speed Dacc exceeds the chip-in operation determination threshold value, the chip-in operation counter is cleared. The chip-in operation counter only needs to be able to determine whether or not it is shorter than the predetermined time Tti, so the upper limit is set to a value exceeding the predetermined time Tti. The reason why the tip-in operation counter is set to the upper limit value while the motor is traveling is that the tip-in operation counter has been incremented to the upper limit value in the preceding traveling. The engine start control is started in a state where a large tip-in operation in which the tip-in operation counter is less than the predetermined time Tti is performed (see time t1a), and the engine 14 is cranked (see "CRK" in the engine operation mode). ), And the engine 14 is shifted to the operating state (see “During operation” in the engine operation mode). D / S torsional vibrations occur due to changes in MG1 torque Tg and compression torque during engine start control (see section B). MG2 damping torque is applied to MG2 torque Tm required for traveling by MG2 damping control for suppressing D / S torsional vibration (see section C). Since the engine start control is performed in a state where the tip-in operation counter is less than the predetermined time Tti, the MG2 control during the engine start control having a relatively large value after the start of the engine start control until the second predetermined time Teng has elapsed. The vibration gain (= vehicle vibration suppression gain) is set, and the vehicle vibration is kept within an allowable range. Note that “drive shaft torque” in FIG. 9 is a torque on the axle 26, and indicates a value obtained as a result of the MG2 vibration suppression control. The torque fluctuation in “drive shaft torque” is D / S torsional vibration, which is equivalent to vehicle vibration.

  FIG. 10 shows a time chart when the engine start control is performed in a state where a small tip-in operation is performed. In FIG. 10, D / S torsional vibration occurs due to a change in driving force due to an accelerator-on operation during motor running (see “EV” in the engine operation mode) (see section A). Since this accelerator-on operation is a small tip-in operation in which the accelerator operation speed Dacc does not exceed the tip-in operation determination threshold, the tip-in operation counter remains at the upper limit. The engine start control is started while the small tip-in operation is being performed (see time t1b), the engine 14 is cranked (see "CRK" in the engine operation mode), and the engine 14 is shifted to the operation state. (See "Driving" in the engine operation mode.) D / S torsional vibrations occur due to changes in MG1 torque Tg and compression torque during engine start control (see section B). MG2 damping torque is applied to MG2 torque Tm required for traveling by MG2 damping control for suppressing D / S torsional vibration (see section C). In the comparative example indicated by the broken line, similarly to the case where a large tip-in operation is performed, the MG2 vibration suppression gain (= vehicle vibration suppression gain) at the time of engine start control of a relatively large value is set. Although the vibration is further reduced, rattling noise is easily generated. On the other hand, in the present embodiment shown by the solid line, since the engine start control is performed by a small tip-in operation, the engine start control of a relatively small value is performed until the second predetermined time Teng has elapsed after the start of the engine start control. MG2 vibration suppression gain (= gain for rattling noise suppression) is set. Thereby, the fluctuation of the MG2 vibration damping torque is suppressed, and the rattling noise is reduced. In the case of a small tip-in operation, since the D / S torsional vibration associated with the change in the driving force shown in the portion A is small, the vehicle vibration is kept within the allowable range even if the MG2 vibration suppression gain is reduced.

  As described above, according to the present embodiment, when the elapsed time from the detection of the large tip-in operation is less than the predetermined time Tti at the time of starting the engine 14, compared to other cases, Since a large value of the MG2 vibration suppression gain (= vehicle vibration suppression gain) is set as the MG2 vibration suppression gain at the time of engine start control, a large D / S torsional vibration due to a change in driving force during a large chip-in operation. It is possible to suppress the deterioration of vehicle vibration caused by the overlap of the D / S torsional vibration accompanying the engine start. Further, at the time of a small tip-in operation, the gear rattle in the power transmission path is reduced by the MG2 vibration suppression gain (= gain for suppressing rattle noise) during the engine start control which is set to a relatively small value. At the time of a small tip-in operation, the D / S torsional vibration caused by the change in the driving force is reduced, so that the vehicle vibration is hardly deteriorated even if the MG2 vibration suppression gain is set to a small value. Therefore, when executing the vibration suppression control for suppressing the vehicle vibration at the time of starting the engine, it is possible to achieve both the reduction of the rattle noise and the reduction of the vehicle vibration.

  Further, according to the present embodiment, the MG2 vibration suppression gain (the vehicle vibration suppression gain, the rattling noise, etc.) during the engine start control is used as the MG2 vibration suppression gain until the second predetermined time Teng elapses after the start of the engine 14. Since the suppression gain is set, the D / S torsional vibration accompanying the engine start control is appropriately suppressed.

  Further, according to the present embodiment, it is possible to reduce the rattling noise that may occur in the non-engaged gear inside the stepped transmission portion 20 when the MG2 vibration suppression control is executed.

  Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is applicable to other aspects.

  For example, in the above-described embodiment, the present invention has been described by exemplifying the composite transmission 40. However, the present invention is not limited to this embodiment. For example, even in a vehicle that does not include the stepped transmission unit 20 and includes the engine 14, the first rotating machine MG1, the second rotating machine MG2, and the differential mechanism 32, when the MG2 vibration suppression control is executed, the gears in the power transmission path are changed. Since there is a possibility that rattling noise is generated, the present invention can be applied. That is, the present invention can be applied to a vehicle that includes the continuously variable transmission unit 18 alone as a transmission. In short, the present invention can be applied to any vehicle that is likely to generate gear rattling noise in the power transmission path when the vibration suppression control by the rotating machine is performed. That is, the present invention can be applied to a vehicle including an engine and a rotating machine that is connected to the power transmission path between the engine and the drive wheels so as to be able to transmit power.

  In the above-described embodiment, the vehicle 10 includes the differential mechanism 32 that is a single pinion type planetary gear device, and includes the continuously variable transmission unit 18 that functions as an electric transmission mechanism. Not limited to For example, the continuously variable transmission unit 18 may be a transmission mechanism capable of limiting a differential operation by controlling a clutch or a brake connected to a rotating element of the differential mechanism 32. Further, the differential mechanism 32 may be a double pinion type planetary gear device. Further, the differential mechanism 32 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. Further, the differential mechanism 32 may be a differential gear device in which a first rotating machine MG1 and an intermediate transmission member 30 are respectively connected to a pinion rotationally driven by the engine 14, and a pair of bevel gears meshing with the pinion. good. The differential mechanism 32 has a configuration in which two or more planetary gear devices are connected to each other by a part of the rotating elements constituting the planetary gear device, and the rotating elements of the planetary gear device each include an engine, a rotating machine, and a drive wheel. It may be a mechanism connected so as to be able to transmit power.

  Further, in the above-described embodiment, the stepped transmission unit 20 which is a planetary gear type automatic transmission is used as the mechanical transmission mechanism that constitutes a part of the power transmission path between the intermediate transmission member 30 and the drive wheels 28. Although illustrated, it is not limited to this mode. For example, as the mechanical transmission mechanism, there are a synchronous mesh type parallel two-shaft type automatic transmission, a synchronous mesh type parallel two-shaft type automatic transmission, a known DCT (Dual Clutch Transmission) having two input shafts, It may be an automatic transmission such as a known continuously variable mechanical transmission such as a belt-type continuously variable transmission. When the transmission is a continuously variable transmission, the gear ratio of the transmission when the compound transmission 40 is shifted as a stepped transmission as a whole is a simulated gear such as a simulated gear. The gear ratio of the gear.

  Further, in the above-described embodiment, the embodiment in which ten kinds of simulated gears are allocated to four kinds of AT gears is exemplified, but the embodiment is not limited to this. Preferably, the number of steps of the simulated gear is only required to be equal to or greater than the number of steps of the AT gear, and may be the same as the number of steps of the AT gear. The above is appropriate. The shift in the AT gear is performed such that the rotation speed of the intermediate transmission member 30 and the second rotary machine MG2 connected to the intermediate transmission member 30 are maintained within a predetermined rotation speed range. The gears are shifted so that the engine rotation speed Ne is maintained within a predetermined rotation speed range, and the number of each gear is appropriately determined.

  It should be noted that the above is merely an embodiment, and that the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle (hybrid vehicle)
14: Engine 18: Electric continuously variable transmission (electric transmission mechanism)
20: mechanical stepped transmission (mechanical transmission mechanism)
28: drive wheel 30: intermediate transmission member (output rotation member of electric transmission mechanism)
32: Differential mechanism 80: Electronic control device (control device)
86: vibration suppression control unit 88: tip-in operation detection unit 92: gain setting unit MG1: first rotating machine MG2: second rotating machine (rotating machine)

Claims (3)

A control device for a vehicle including an engine, and a rotating machine that is connected to a power transmission path between the engine and drive wheels so as to be capable of transmitting power,
A vibration damping control unit that performs a vibration damping control that controls an output torque of the rotating machine by feedback control so as to suppress vehicle vibration caused by torsional vibration generated in the power transmission path;
A tip-in operation detection unit that detects a large tip-in operation in which the driver's accelerator operation speed exceeds a predetermined speed,
At the time of starting the engine, if the elapsed time from the detection of the large tip-in operation is within a predetermined time, the vibration damping control performed at the time of starting the engine is compared with the other cases. And a gain setting unit that sets a large value feedback gain as the feedback gain in the feedback control used.   The gain setting unit is used in the vibration suppression control performed when the engine is started, as the feedback gain used in the vibration suppression control until a second predetermined time elapses after the start of the engine. The control device for a vehicle according to claim 1, wherein a feedback gain is set. The vehicle has a differential mechanism to which the engine functioning as a power source is connected so as to be able to transmit power, and a first rotating machine that is connected to the differential mechanism so as to be able to transmit power. An electric transmission mechanism in which a differential state of the differential mechanism is controlled by controlling an operation state, and a part of a power transmission path between an output rotating member of the electric transmission mechanism and the driving wheels. A hybrid vehicle having a mechanical transmission mechanism comprising:
3. The vehicle control according to claim 1, wherein the rotating machine is a second rotating machine that functions as a power source and is connected to an output rotating member of the electric transmission mechanism so as to transmit power. 4. apparatus.

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