JP6579058B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a first differential unit in which a differential state is controlled by controlling an operation 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. An intermediate between the second differential portion and an output rotating member that is interposed in a power transmission path between the first differential portion and the drive wheel and is provided to rotate integrally with the third rotating element. A transmission member, and a second rotating machine coupled to the drive wheel so that power can be transmitted by transmitting power to the intermediate transmission member without passing through the first differential section and the second differential section. Vehicles equipped with are well known. For example, this is the vehicle described in Patent Document 1. This Patent Document 1 includes a clutch that connects the fourth rotating element and the fifth rotating element, and a brake that connects the fifth rotating element to a non-rotating member, and each of the clutch and the brake includes By controlling the operating state (engaged or released state), the second differential section is switched between high and low, and the engine power is transmitted through the second differential section. It is disclosed that the first differential portion is transmitted to the first differential portion and the first differential portion is operated as an electric continuously variable transmission.

International Publication No. 2013/114594

  By the way, in the vehicle as described above, during the self-sustained operation of the engine, an engine torque component that can be a driving torque is applied to the output rotating member provided to rotate integrally with the third rotating element of the first differential section. Although not transmitted, the explosion vibration (rotational fluctuation) of the engine is transmitted to the output rotating member. For this reason, there is a possibility that rattling noise caused by explosion vibration of the engine may occur between the gear teeth of the output rotating member and the gear teeth of the intermediate transmission member meshing with the output rotating member. In contrast, the second rotating machine generates torque that closes backlash (backlash, play) between the tooth surfaces at the meshing portion of the output rotating member and the intermediate transmission member, thereby suppressing rattling noise. It is possible. However, in a vehicle in which power is transmitted to the intermediate transmission member without passing through the first differential portion and the second differential portion, the second rotating machine is connected to the drive wheel so that power can be transmitted, and the output rotation Since the meshing portion of the member and the intermediate transmission member is not included in the power transmission path for transmitting the output torque of the second rotating machine, the output from the intermediate transmission member side can be achieved by applying the output torque of the second rotating machine. The rotating member side can only be rotated, and one of the tooth surfaces of the meshing portion cannot be pressed against the other against the torque of the explosion vibration of the engine, and the rattling noise cannot be suppressed. There is sex. Accordingly, such a problem occurs not only when the vehicle is stopped, but also when the engine is running independently, even when the motor is running using the torque of the second rotating machine as a power source. .

  The present invention has been made against the background of the above circumstances, and the object of the present invention is between the mutual tooth surfaces in the meshing portion of the output rotation member and the intermediate transmission member during the self-sustaining operation of the engine. It is providing the control apparatus of the vehicle which can suppress the generated rattling noise.

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 second differential part having a sixth rotational element coupled to the one rotational element; and a third differential element interposed in a power transmission path between the first differential part and the drive wheel; The intermediate transmission member that meshes with an output rotation member that is provided to rotate integrally, and the drive by transmitting power to the intermediate transmission member without passing through the first differential section and the second differential section. A control device for a vehicle comprising a second rotating machine coupled to a wheel so as to be capable of transmitting power, wherein (b) front Vehicle, the fifth rotating element and the first engagement means for coupling to a non-rotating member, before SL and further comprising a second engaging device for connecting the fifth rotating element and the third rotating element Yes, (c) When the engine is operating independently, the first and second engagement devices include an engagement control unit that generates torque capacity.

  According to a second aspect of the invention, in the vehicle control device according to the first aspect of the invention, the vehicle may mesh with a parking gear provided to rotate integrally with the output rotation member, and the parking gear. A parking lock state in which the lock pawl is in a position where the lock pawl meshes with the parking gear and prevents the rotation of the output rotating member, and the mesh between the lock pawl and the parking gear Is further provided with a parking lock mechanism that is selectively switched to a non-parking lock state that allows rotation of the output rotating member by being set to a released position. When the self-sustaining operation is performed and the parking lock mechanism is switched to the parking lock state In which the torque capacity of the first engagement device and the second engagement device.

  According to a third aspect of the invention, in the vehicle control device according to the second aspect of the invention, the engagement control unit does not generate a differential rotational speed in both the first engagement device and the second engagement device. Thus, the torque capacity is generated.

  According to a fourth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, a condition determination for determining whether the vehicle is running or stopped. The engagement control unit has a torque capacity to be generated by the first engagement device when the vehicle is running compared to when the vehicle is stopped. To make it smaller.

  According to a fifth aspect of the invention, in the vehicle control device according to the fourth aspect of the invention, the engagement control unit is configured so that the first engagement device has a differential rotational speed when the vehicle is running. When the vehicle is stopped while the torque capacity is generated so that a differential rotational speed is not generated in the second engagement device, the first engagement device and the second engagement device are generated. It is to generate torque capacity so that a differential rotational speed does not occur in the combined device.

  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 vehicle includes the fourth rotating element, the fifth rotating element, and the A third engagement device that connects any two rotation elements of the sixth rotation elements is further provided, and the engagement control unit is configured to perform the third operation when the engine is operating independently. The torque capacity is generated in the first engagement device and the second engagement device in the released state of the engagement device.

  According to the first aspect of the invention, when the engine is operating independently, torque capacity is generated in the first engagement device and the second engagement device so that the engine rotates together with the third rotation element. Torque for fixing or dragging the provided output rotating member is generated (that is, a force for suppressing fluctuations in the rotational speed of the output rotating member to which explosion vibration of the engine during self-sustaining operation is transmitted is applied). Therefore, it is possible to suppress the rattling noise generated between the tooth surfaces at the meshing portion of the output rotation member and the intermediate transmission member during the self-sustained operation of the engine.

  According to the second aspect of the invention, in the parking lock state where the lock pawl is engaged with the parking gear provided to rotate integrally with the output rotating member, the gear teeth of the output rotating member and the gear teeth of the intermediate transmission member are provided. As is the case with the engine, during the self-sustained operation of the engine, there is a possibility of rattling noise caused by the explosion vibration of the engine between the gear teeth of the parking gear and the teeth of the lock pole. When the engine is operating independently and the parking lock mechanism is switched to the parking lock state, torque capacity is generated in the first engagement device and the second engagement device, so output rotation A force for suppressing fluctuations in the rotational speed of the member is applied, and rattling noise generated between the tooth surfaces at the meshing portion of the parking gear and the lock pole can be suppressed.Further, the backlash between the tooth surfaces of the meshing portion of the parking gear and the lock pole is larger than that of the tooth surfaces of the meshing portion of the output rotation member and the intermediate transmission member. When the rattling noise caused by the explosion vibration of the engine is likely to increase, control is performed to generate torque capacity in the first engagement device and the second engagement device when the engine is operating independently and in the parking lock state. By doing so, the rattling noise can be effectively suppressed.

  According to the third aspect of the invention, the output rotating member may be fixed when the vehicle is stopped due to the parking lock state. When the mechanism is switched to the parking lock state, the torque capacity is generated so that the differential rotation speed does not occur in both the first engagement device and the second engagement device, so the torque for fixing the output rotation member Is generated, and the rattling noise generated between the tooth surfaces at the meshing portion of the parking gear and the lock pole can be further suppressed.

  According to the fourth aspect of the invention, when the torque capacity generated in the first engagement device is increased, the torque for dragging the output rotating member is increased, and the drag loss with respect to the drive torque is increased. When the vehicle is traveling, the torque capacity generated by the first engagement device is reduced compared to when the vehicle is stopped, so that the influence of drag loss is suppressed while the vehicle is traveling. Is done. Suppression of rattling noise is given priority when the vehicle is stopped, in which the influence of drag loss need not be considered.

  According to the fifth aspect of the present invention, when the vehicle is running, torque is generated so that the differential rotation speed is generated in the first engagement device and the differential rotation speed is not generated in the second engagement device. Since the capacity is generated, the torque for dragging the output rotating member in consideration of drag loss is appropriately generated. On the other hand, when the vehicle is stopped, the torque capacity is generated so that the differential rotation speed does not occur in both the first engagement device and the second engagement device. Properly generated.

Further, according to the sixth invention, the vehicle, a second engagement for connecting the first engagement means for connecting the fifth rotating element to a non-rotating member, and a third rotary element and the fifth rotary element And a third engagement device that connects any two rotation elements of the fourth rotation element, the fifth rotation element, and the sixth rotation element. In the second differential portion, in addition to the first rotation element and the sixth rotation element being coupled, the first engagement device is released, the second engagement device is engaged, and the third engagement is performed. a third rotating element by the release device and the fifth rotating element that is connected, the whole of the first differential section and the second differential unit, releasing and second first engagement device An electric continuously variable transmission that operates at a power split ratio different from the power split ratio in the first differential section when the engagement device is released and the third engagement device is engaged. It is possible to function. Further, the whole of the first differential section and the second differential section 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 the vehicle, when the engine is autonomously operated, torque capacity is generated in the first engagement device and the second engagement device in the released state of the third engagement device. A force is applied to suppress fluctuations in the rotational speed of the output rotating member to which the explosion vibration is transmitted. Therefore, it is possible to suppress the rattling noise generated between the tooth surfaces at the meshing portion of the output rotation member and the intermediate transmission member during the self-sustained operation of the engine.

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 in 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 of the state which generated torque capacity to brake B1 and clutch CR at the time of self-sustained operation of the engine in EV driving by the 2nd rotary machine alone. It is a figure explaining an example of the state which generated torque capacity to brake B1 and clutch CR at the time of self-sustained operation of an engine when a parking lock mechanism is made into a parking lock state. It is a flowchart explaining the control operation | movement for suppressing the rattling noise which arises between the mutual tooth surfaces in the meshing part of a drive gear and a driven gear in the main part of the control action of an electronic control unit, ie, the independent operation of an engine. 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 figure explaining the schematic structure of each part in connection with the 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. In the vehicle of FIG. 20, it is a table | surface which shows each operation state of each engagement apparatus in each driving mode. In the vehicle of FIG. 20, it is an alignment chart at the time of single drive EV mode. FIG. 21 is a collinear diagram when the vehicle of FIG. 20 is in a double drive EV mode. In the vehicle of FIG. 20, it is an alignment chart at the time of O / DHV mode of HV driving mode. In the vehicle of FIG. 20, it is an alignment chart in the forward traveling in the U / DHV mode of the HV traveling mode. In the vehicle of FIG. 20, it is a collinear diagram in the reverse drive at the time of U / DHV mode of HV drive mode, and is the case of engine reverse rotation input. In the vehicle of FIG. 20, it is a collinear chart in the reverse running at the time of U / DHV mode of HV driving mode, and is a case of engine forward rotation input. In the vehicle of FIG. 20, it is an alignment chart at the time of fixed stage mode of HV driving mode, and is a case of direct connection. In the vehicle of FIG. 20, it is an alignment chart at the time of fixed stage mode of HV driving mode, and is a case where an output shaft is fixed.

  Preferably, when the engine is operating independently, when the engagement control unit generates torque capacity in the first engagement device and the second engagement device, the engine operates independently. And a hybrid controller that causes the first rotating machine to generate a torque that applies a load to the predetermined engine so as not to affect the engine. In this way, since the torque is generated by the first rotating machine on the side where the load is applied to the engine within a range that does not affect the self-sustained operation of the engine, compared to the case where the torque is not generated by the first rotating machine, While the same effect of suppressing rattling noise is obtained, the torque capacity generated in the first engagement device is reduced, and drag loss is reduced.

  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 90 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 provided in the vehicle 10 as a power storage device that transmits and receives power via the power control unit 18 provided in the vehicle 10 having an inverter unit, a smoothing capacitor, and the like. The output torque (power running torque or regenerative torque) of each of the first rotating machine MG1 and the second rotating machine MG2 is connected to the battery unit 20 and is controlled by the power control unit 18 by an electronic control unit 90 described later. The MG1 torque Tg and MG2 torque Tm are controlled.

  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. A driven gear 30 as an intermediate transmission member to be engaged, a driven shaft 32 for fixing the driven gear 30 so as not to be relatively rotatable, and a final gear 34 fixed to the driven shaft 32 so as not to be relatively rotatable (final gear 34 having a smaller diameter than the driven gear 30); A differential gear 38 that meshes with the final gear 34 via a diffring gear 36 is provided. 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 R1 is integrally connected to the drive gear 28 (that is, provided so as to rotate integrally with the drive gear 28), and the third rotation element RE3 as an output element connected to the drive wheel 16 is provided. And functions as an output rotation member of the first differential section 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 brake B1 is a first engagement device that selectively couples the fifth rotating element RE5 to the case 22 that is a non-rotating member. The clutch CR is a second engagement device that selectively connects the third rotation element RE3 and the fifth rotation element RE5. The clutch C1 is a third engagement device that selectively connects the fifth rotation element RE5 and the sixth rotation element RE6.

  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 90 described later, whereby hydraulic pressures 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 section 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 device 90 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 first differential unit 44 and the drive wheels 16. It is transmitted to a driven gear 30 that is interposed in the path and meshes with the drive gear 28. 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. Thus, in the second power transmission unit 26, the power of the second rotating machine MG2 is transferred to the driven gear 30 without passing through the first power transmission unit 24 (that is, the first differential unit 44 and the second differential unit 46). Communicated. 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 further includes a parking lock mechanism 60. The parking lock mechanism 60 includes a parking gear 62 that is provided so as to rotate integrally with the drive gear 28, and a lock pole 64 that serves as a meshing member that can mesh with the parking gear 62. The lock pole 64 includes a claw portion 66 as teeth for meshing with the parking gear 62 (specifically, gear teeth of the parking gear 62), and a support portion 68 that rotatably supports the lock pole 64 body. ing. The lock pole 64 is rotated about the axis RC of the support portion 68, whereby the engagement position where the claw portion 66 engages with the gear teeth of the parking gear 62 and the engagement between the claw portion 66 and the gear teeth of the parking gear 62. It is selectively switched to the non-meshing position released. The parking lock mechanism 60 permits the parking lock state in which the rotation of the drive gear 28 is prevented by switching the lock pawl 64 to the meshing position and the rotation of the drive gear 28 by switching the lock pawl 64 to the non-meshing position. It is selectively switched to a non-parking lock state. The lock pole 64 is rotated by a mechanical coupling mechanism that is operated in conjunction with a driver's operation on an operation member such as a shift lever. Alternatively, the lock pole 64 is rotated by controlling an actuator by an electronic control device 90 described later based on an electrical signal accompanying operation of an operation member such as a shift lever or a switch. Therefore, when the driver selects the P position for setting the power transmission state of the power transmission device 14 to the neutral state and fixing the drive gear 28 to be non-rotatable, the parking lock mechanism 60 is switched to the parking lock state. On the other hand, the D position for requesting forward travel by automatic shift control, the R position for requesting reverse travel, the N position for setting the power transmission state of the power transmission device 14 to the neutral state, etc. When a position other than the P position is selected, the parking lock mechanism 60 is switched to the non-parking lock state.

  The vehicle 10 includes an electronic control device 90 including a control device that controls each part related to traveling. The electronic control unit 90 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 follows 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 90 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 90 includes various sensors provided in the vehicle 10 (for example, an engine rotational speed sensor 70, an output rotational speed sensor 72, an MG1 rotational speed sensor 74 such as a resolver, an MG2 rotational speed sensor 76 such as a resolver, an accelerator opening). Various signals (for example, the engine speed Ne, the rotational speed of the drive gear 28 corresponding to the vehicle speed V) based on the detection values by the degree sensor 78, the shift position sensor 80, the battery sensor 82, the CR hydraulic pressure sensor 84, the oil temperature sensor 86, etc. A certain output rotation speed No, MG1 rotation speed Ng, MG2 rotation speed Nm, accelerator opening θacc, operation position POSsh of the shift lever, etc., battery temperature THbat of battery unit 20, battery charge / discharge current Ibat, battery voltage Vbat, CR oil pressure Pcr , Hydraulic oil temperature THoil which is the temperature of hydraulic oil oil) is supplied. Further, the electronic control device 90 sends 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 90 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 90 includes hybrid control means, that is, a hybrid control unit 92, and power transmission switching means, that is, a power transmission switching unit 94, in order to realize control functions for various controls in the vehicle 10.

  The hybrid control unit 92 controls opening / closing of the electronic throttle valve, controls the fuel injection amount and injection timing, and outputs an 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 92 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 92 calculates the drive torque (required drive torque) required at the vehicle speed V at that time from the accelerator opening θacc, and takes into consideration the charge request value (required charge 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 92 selectively establishes a motor traveling (EV traveling) mode or a hybrid traveling (HV traveling) mode (also referred to as an engine traveling (ENG traveling) mode) as a traveling mode according to the traveling 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 94 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 92. The power transmission switching unit 94 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 92 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 92 stops the operation of the engine 12 and outputs the traveling MG2 torque Tm 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 relative 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). In the single drive EV mode, since the clutch CR is further released, the engine 12 and the first rotating machine MG1 are not rotated, 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). The hybrid control unit 92 maintains the MG1 rotation speed Ng at zero by feedback control. Alternatively, the hybrid control unit 92 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, a torque based on the MG1 torque Tg is mechanically output from the first ring gear R1 to drive wheels. 16 can be transmitted. The hybrid control unit 92 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 performed 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 92 operates (activates) 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 92 operates (activates) 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 relative 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 92 operates (activates) 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 92 operates (activates) 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 control unit 92 causes the engine torque Te for traveling to be output from the engine 12. 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 92 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 so as not to rotate, 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 92 operates (activates) the engine 12, takes a reaction force against the power of the engine 12 by the power generation of the first rotating machine MG <b> 1, and generates the generated power of the first rotating machine MG <b> 1 via the power control unit 18. 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, preferably, the hybrid control unit 92 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, reducing the temperature of the rotating machines MG1 and 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 92 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 92 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 92 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 92 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 92 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 92 is an engine operating point that takes into account the optimal fuel consumption line of the known engine 12 (that is, an engine operating point represented by the engine rotational speed Ne and the 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 92 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 92 drives the first rotating machine MG1 with the 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.

  Hybrid control unit 92 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 92 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. In the dual drive EV mode, the engine 12 is brought into a rotating state by releasing the clutch C1 or the brake B1 as in the single drive EV mode. Therefore, when starting the engine 12 in the stopped state, the electronic control unit 90 performs torque in the first rotating machine MG1 in the engaged state of any one of the clutch C1, the brake B1, and the clutch CR. The engine 12 is functionally provided with a start control means, that is, a start control unit 96 that rotationally drives the engine 12 by generating. That is, the start control unit 96 raises the engine rotational speed Ne by the first rotating machine MG1 and ignites as necessary with the clutch C1, the clutch CR, or the brake B1 engaged. When starting the engine from the dual drive EV mode, the engine 12 may be started after switching to the single drive EV mode.

  By the way, the engine 12 is operated other than the load operation when the engine torque Te is required as the driving torque. For example, the engine torque Te is not required as the drive torque, but the engine 12 is operated by the hybrid control unit 92 even when warm-up is required because the engine water temperature or the exhaust catalyst temperature is low (this Such an operation is referred to as an independent operation of the engine 12). In the self-sustained operation of the engine 12, the explosion torque is generated from the engine 12 itself, but the explosion torque is used for driving the intake and exhaust valves (that is, the explosion torque is consumed to operate the engine 12 itself). In other words, the engine torque Te cannot be output to the outside of the engine 12. Therefore, in the autonomous operation of the engine 12, for example, the average torque on the crankshaft of the engine 12 is zero [Nm]. However, a vibration component accompanying the operation (explosion) of the engine 12 is generated. That is, during the self-sustaining operation of the engine 12, the engine torque Te that can be the drive torque is not transmitted to the drive gear 28, but the explosion vibration of the engine 12 is transmitted through the second planetary gear mechanism 50 and the first planetary gear mechanism 48. It is transmitted to the drive gear 28.

  Therefore, during the self-sustained operation of the engine 12, the torque that presses one of the tooth surfaces of the meshing portion of the drive gear 28 and the driven gear 30 against the other against the torque of the explosion vibration of the engine 12 (that is, The torque that closes backlash between the tooth surfaces (also referred to as pressing torque) is not generated from the engine 12, so the explosion vibration of the engine 12 occurs between the gear teeth of the drive gear 28 and the gear teeth of the driven gear 30. There is a possibility that a rattling noise caused by the noise occurs. Further, since the meshing portion of the drive gear 28 and the driven gear 30 is not included in the power transmission path for transmitting the MG2 torque Tm, the MG2 torque Tm cannot be a pressing torque. Therefore, the rattling noise as described above may occur during the autonomous running of the engine 12 not only when the vehicle is stopped, but also during EV travel by the second rotary machine MG2 alone.

  Therefore, when the engine 12 is operating independently, the electronic control unit 90 generates torque capacity for the brake B1 and the clutch CR.

  FIG. 16 is a nomographic chart similar to the collinear charts of FIGS. 3 to 10 and shows the torque capacity applied to the brake B1 and the clutch CR during the autonomous operation of the engine 12 during EV traveling by the second rotating machine MG2 alone. It is a figure explaining an example of the state generated. In FIG. 16, the clutch CR is engaged by generating torque capacity in the clutch CR, and one differential mechanism is configured by the first differential portion 44 and the second differential portion 46. Is done. In such a state, when torque capacity is generated in the brake B1, drag torque is generated on the shaft of the first ring gear R1. That is, a torque for dragging the drive gear 28 is generated. That is, a force is applied to suppress the rotational speed fluctuation of the drive gear 28 to which the explosion fluctuation of the engine 12 during the independent operation is transmitted. The torque capacity generated in the clutch CR is set to a torque capacity that does not cause a differential rotational speed in the clutch CR. In other words, since the engine torque Te is not generated outside the engine 12 during the independent operation of the engine 12, the clutch CR is completely engaged without slipping even if a small torque capacity is generated in the clutch CR. Differential rotation speed does not occur. As described above, when the vehicle is running, the torque capacity generated in the clutch CR is a predetermined torque capacity for completely engaging the clutch CR. On the other hand, the torque capacity to be generated in the brake B1 is a predetermined torque capacity that suppresses the influence on the travel because the drag capacity with respect to the driving torque is caused when the vehicle 10 is traveling, and the brake B1. Is set to a torque capacity that causes a differential rotational speed to be caused to slip. Thus, when the vehicle is traveling, the torque capacity generated in the brake B1 suppresses fluctuations in the rotational speed of the drive gear 28 while suppressing drag loss with respect to the drive torque (that is, suppressing influence on traveling). The torque capacity is a predetermined torque capacity. The differential rotational speed is a rotational speed difference between the rotational speed of one of the rotational members connected by the engagement device and the rotational speed of the other rotational member.

  During the self-sustaining operation of the engine 12 when the vehicle 10 is stopped and the parking lock mechanism 60 is in the parking lock state, the parking gear is the same as between the gear teeth of the drive gear 28 and the driven gear 30. There is a possibility that a rattling noise caused by the explosion vibration of the engine 12 may occur between the gear teeth 62 and the claw portion 66 of the lock pole 64. Further, the meshing portion of the parking gear 62 and the lock pole 64 is not included in the power transmission path for transmitting the MG2 torque Tm, similarly to the meshing portion of the drive gear 28 and the driven gear 30, so that the second rotating machine The pressing torque cannot be applied by MG2.

  Therefore, when the engine 12 is operating autonomously and the parking lock mechanism 60 is switched to the parking lock state, the electronic control unit 90 generates torque capacity for the brake B1 and the clutch CR.

  FIG. 17 is a nomographic chart similar to the collinear charts of FIGS. 3 to 10, and the brake B <b> 1 and the clutch CR are engaged during the autonomous operation of the engine 12 when the parking lock mechanism 60 is in the parking lock state. It is a figure explaining an example of the state which generated torque capacity. In FIG. 17, as in the embodiment of FIG. 16, the clutch CR is engaged by generating a torque capacity in the clutch CR, and when the torque capacity is generated in the brake B <b> 1 in such a state, the drive A torque that drags the gear 28 is generated. Even in the parking lock state, the torque capacity generated in the clutch CR is a torque capacity that does not cause a differential rotational speed in the clutch CR. That is, when the vehicle is stopped, the torque capacity generated in the clutch CR is a predetermined torque capacity for completely engaging the clutch CR. On the other hand, the torque capacity generated in the brake B1 is a predetermined torque capacity that fixes the drive gear 28 because the drive gear 28 may be fixed if the vehicle 10 is stopped. The torque capacity may be such that the differential rotation speed does not occur in the brake B1. Accordingly, the torque capacity of the brake B1 when the vehicle is stopped is set to be equal to or greater than the torque capacity during vehicle travel. As described above, when the vehicle is stopped, the torque capacity to be generated in the brake B1 is a predetermined torque for completely engaging the brake B1 (that is, for fixing the drive gear 28 so as not to be variable in rotation). Capacity.

  The backlash between the tooth surfaces of the meshing portion of the parking gear 62 and the lock pole 64 is larger than that of the tooth surfaces of the meshing portion of the drive gear 28 and the driven gear 30. It is considered that the rattling noise caused by the 12 explosion vibrations is likely to increase. In such a case, rattling noise can be effectively suppressed by performing control to generate torque capacity in the brake B1 and the clutch CR when the engine 12 is operating independently and in the parking lock state.

  The electronic control unit 90 further includes a condition determination unit, that is, a condition determination unit 97, and an engagement control unit, that is, an engagement control unit 98, in order to realize the control during the self-sustaining operation of the engine 12 described above.

  The condition determination unit 97 determines whether or not there is a request to operate the engine 12 independently. This determination is continued even when the engine 12 has already been operated independently by the hybrid control unit 92. If the engine 12 is already operating autonomously, determining whether there is a request to operate the engine 12 autonomously is equivalent to determining whether the engine 12 is operating autonomously. The condition determination unit 97 determines that there is a request to operate the engine 12 independently, for example, when there is a request to warm up the engine 12 and the engine torque Te is not required to realize the required drive torque.

  The condition determination unit 97 determines whether or not the parking lock mechanism 60 is switched to the parking lock state (that is, whether or not the lock pawl 64 is engaged with the parking gear 62). For example, the condition determination unit 97 determines whether or not the parking lock mechanism 60 is switched to the parking lock state based on whether or not the operation position POSsh is the P position. Alternatively, when the vehicle 10 is provided with a neutral start switch that detects the actual switching state of the parking lock mechanism 60, the condition determination unit 97 determines whether the parking lock state is based on the signal of the neutral start switch. You may determine whether it is a non-parking lock state.

  Even if the parking lock mechanism 60 is not in the parking lock state, if the vehicle 10 is stopped, the torque capacity of the brake B1 when the engine 12 is in a self-sustaining operation is expressed as the torque capacity in the parking lock state. It is desirable to make them equal. Accordingly, the condition determination unit 97 determines whether the vehicle 10 is stopped or traveling by determining whether or not the vehicle speed V is less than the predetermined vehicle speed. The predetermined vehicle speed is a predetermined threshold value for determining, for example, that the vehicle 10 is at a vehicle speed V that can be regarded as a stop state.

  When the condition determination unit 97 determines that there is a request for autonomous operation of the engine 12 (or when it is determined that the engine 12 is operating autonomously), the engagement control unit 98 performs the clutch C1. Is output to output a hydraulic pressure instruction for the C1 hydraulic pressure Pc1 to release the clutch C1. Alternatively, if the clutch C1 is already in the released state, the engagement control unit 98 maintains the released state of the clutch C1.

  When the condition determination unit 97 determines that there is a request for autonomous operation of the engine 12 (or when it is determined that the engine 12 is operating autonomously), the engagement control unit 98 performs the clutch C1. In the released state, the B1 hydraulic pressure instruction for generating the torque capacity to the brake B1 is output, the torque capacity control of the brake B1 is executed, and the torque capacity is generated in the clutch CR (the clutch CR is in the engaged state). The clutch CR CR engagement control is executed by outputting the CR hydraulic pressure Pcr hydraulic pressure instruction.

  More specifically, the engagement control unit 98 determines whether the parking lock mechanism 60 has been switched to the parking lock state, the determination result by the condition determination unit 97, and whether the vehicle 10 is stopped or traveling. Regardless of the determination result by the condition determination unit 97, a hydraulic pressure instruction of the CR hydraulic pressure Pcr for generating the torque capacity is output so that the differential rotation speed does not occur in the clutch CR. When the vehicle 10 is stopped and no engagement shock occurs, a hydraulic pressure instruction for increasing the CR hydraulic pressure Pcr in a stepwise manner may be output. Alternatively, when the differential rotation speed of the clutch CR is equal to or higher than a predetermined rotation that may cause an engagement shock, a hydraulic pressure instruction for increasing the CR hydraulic pressure Pcr in a ramp shape (inclined shape) is issued. It only needs to be output. Alternatively, when the clutch CR has already had a sufficient torque capacity that does not cause the differential rotational speed (that is, the hydraulic pressure instruction of the CR hydraulic pressure Pcr that generates the torque capacity that does not cause the differential rotational speed of the clutch CR is issued). If it has already been output), that state continues.

  When the condition determining unit 97 determines that the parking lock mechanism 60 has been switched to the parking lock state, or the condition determining unit 97 determines that the vehicle 10 is stopped. If this occurs, a hydraulic pressure instruction for the B1 hydraulic pressure Pb1 for generating a torque capacity is generated so that a differential rotational speed does not occur in the brake B1. On the other hand, when the condition determination unit 97 determines that the vehicle 10 is traveling, the engagement control unit 98 generates a torque capacity so that a differential rotation speed is generated in the brake B1. Output instructions.

  Therefore, the engagement control unit 98 reduces the torque capacity generated by the brake B1 when the vehicle 10 is traveling, compared to when the vehicle 10 is stopped. In other words, the engagement control unit 98 determines that the condition determination unit 97 determines that the parking lock mechanism 60 has been switched to the parking lock state, or the condition determination unit 97 indicates that the vehicle 10 is stopped. If determined, a hydraulic pressure instruction for the B1 hydraulic pressure Pb1 for stopping the vehicle that generates a relatively large torque capacity in the brake B1 is output. On the other hand, when the condition determination unit 97 determines that the vehicle 10 is traveling, the engagement control unit 98 generates the brake B1 hydraulic pressure of the B1 hydraulic pressure Pb1 for generating a relatively small torque capacity. Output instructions.

  When the condition determination unit 97 determines that there is a request for autonomous operation of the engine 12, the start control unit 96 determines that the torque of the brake B1 is generated by the engagement control unit 98 if the engine 12 is not yet autonomously operated. After the capacity control and the clutch CR engagement control are executed, the engine 12 is started by raising the engine rotational speed Ne and igniting it with the first rotating machine MG1. The hybrid control unit 92 performs the autonomous operation of the engine 12 after the engine is started. After the engine 12 is started (after self-sustained operation), the engagement control unit 98 continues until the self-sustained operation of the engine 12 ends (that is, until the condition determination unit 97 determines that there is no request for the engine 12 to operate independently). Then, torque capacity control of the brake B1 and engagement control of the clutch CR are executed.

  The hybrid control unit 92 does not affect the autonomous operation of the engine 12 when the engagement control unit 98 generates torque capacity in the brake B1 and the clutch CR when the engine 12 is operated autonomously. A torque that applies a load to the predetermined engine 12 is generated in the first rotating machine MG1. As a result, the MG1 torque Tg is generated on the side where the load is applied to the engine 12 within a range that does not affect the self-sustained operation of the engine 12. Therefore, compared with the case where the MG1 torque Tg is not generated, the same level of rattling sound While obtaining the suppression effect, the torque capacity generated in the brake B1 is reduced, and drag loss is reduced.

  FIG. 18 shows the control for suppressing the rattling noise generated between the mutual tooth surfaces at the main portion of the control operation of the electronic control unit 90, that is, the meshing portion of the drive gear 28 and the driven gear 30 during the self-sustaining operation of the engine 12. It is a flowchart explaining operation | movement, for example, is repeatedly performed. FIG. 19 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 18 is executed.

  In FIG. 18, first, in step (hereinafter, step is omitted) S10 corresponding to the function of the condition determination unit 97, it is determined whether or not there is a request for autonomous operation of the engine 12. When the engine 12 is already operating independently, it may be determined whether there is a request to operate the engine 12 independently, or it is determined whether the engine 12 is operating independently. Also good. If the determination at S10 is negative, this routine is terminated. If the determination in S10 is affirmative, in S20 corresponding to the function of the engagement control unit 98, a hydraulic pressure instruction for the C1 hydraulic pressure Pc1 for disengaging the clutch C1 is output, and release control of the clutch C1 is executed. . If the clutch C1 has already been released, the release control of the clutch C1 is continued. Next, in S30 corresponding to the function of the engagement control unit 98, a hydraulic pressure instruction for the CR hydraulic pressure Pcr that causes the clutch CR to generate torque capacity (here, the clutch CR is engaged) is output, and the clutch CR is engaged. Joint control is executed. When the vehicle 10 is stopped and no engagement shock occurs, a hydraulic pressure instruction for increasing the CR hydraulic pressure Pcr is output stepwise. Alternatively, when the differential rotation speed of the clutch CR is equal to or higher than a predetermined rotation, a hydraulic pressure instruction for increasing the CR hydraulic pressure Pcr in a ramp shape is output. Alternatively, when the clutch CR is already set to a sufficient torque capacity, the engagement control of the clutch CR is continuously executed. Next, in S40 corresponding to the function of the condition determination unit 97, it is determined whether or not the operation position POSsh is the P position in order to determine whether or not the lock pole 64 is engaged with the parking gear 62. Here, for example, the parking lock state or the non-parking lock state may be determined using a signal of a neutral start switch. If the determination in S40 is negative, it is determined in S50 corresponding to the function of the condition determination unit 97 whether or not the vehicle speed V is less than a predetermined vehicle speed. That is, it is determined whether or not the vehicle 10 can be regarded as being stopped. If the determination in S40 is affirmed, or if the determination in S50 is affirmative, the vehicle 10 is in a stopped state or a parking lock state in S60 corresponding to the function of the engagement control unit 98. A hydraulic pressure instruction of the B1 hydraulic pressure Pb1 for stopping the vehicle that generates a relatively large torque capacity in the brake B1 is output, and torque capacity control of the brake B1 is executed. On the other hand, if the determination in S50 is negative, since the vehicle speed V is output in S70 corresponding to the function of the engagement control unit 98, B1 for vehicle travel that generates a relatively small torque capacity in the brake B1. A hydraulic pressure instruction for the hydraulic pressure Pb1 is output, and torque capacity control of the brake B1 is executed. Following S60 or following S70, in S80 corresponding to the functions of the start control unit 96 and the hybrid control unit 92, if the engine 12 has not yet operated independently, the first rotating machine MG1 sets the engine speed Ne. The engine 12 is started by raising and igniting. After the engine is started, the engine 12 is operated independently. Or, if the engine 12 has already been operated independently, the autonomous operation is continued.

  FIG. 19 shows a scene where the autonomous operation of the engine 12 is requested when the vehicle 10 (hybrid system) is started (Ready ON) with the accelerator off. In FIG. 19, since the self-sustained operation of the engine 12 has been requested, the hydraulic pressure command values of the B1 hydraulic pressure Pb1 and the CR hydraulic pressure Pcr are increased so as to generate torque capacities for the brake B1 and the clutch CR, respectively (see time t1). Here, since the vehicle 10 is stopped, it is raised stepwise. When it is determined that the torque capacity of each of the brake B1 and the clutch CR is sufficient based on the ON signal of the hydraulic switch, the detected value of the hydraulic sensor, or the elapsed time after the hydraulic pressure instruction value increases, engine start control is started. (Refer to time t2). In this engine start control, the engine 12 is rotationally driven by generating torque with the first rotating machine MG1 (see time t2−time t3). After the engine is started, the engine 12 is operated independently, so that the MG1 torque Tg for taking the reaction force of the engine torque Te is not generated (see after the time point t3). In the self-sustained operation of the engine 12, the average value of the engine torque Te is zero [Nm], but there is a vibration component. Since the driver has performed a shift operation from the P position to the N position (P → N operation) (see t4 time point), the hydraulic pressure instruction value of the B1 hydraulic pressure Pb1 is smaller than that for stopping the vehicle in preparation for vehicle travel. And the torque capacity of the brake B1 is lowered (see after t4). As a result, power consumption deterioration due to drag torque is suppressed during vehicle travel. Further, MG1 torque control for generating a small MG1 torque Tg that does not adversely affect the self-sustained operation of the engine 12 is executed in accordance with the switching of the B1 hydraulic pressure Pb1 for vehicle travel to the hydraulic pressure instruction value, and the drive gear 28 and the driven gear are executed. A pressing torque (backlash filling torque) is generated at the meshing portion with 30. Thereby, compared with the case where MG1 torque control is not performed, since the torque capacity of brake B1 is lowered, drag loss is reduced. Since the driver performs the N → D operation (see time t5), the MG2 torque Tm is output and the vehicle 10 starts to move (see time t5 and thereafter). While the vehicle is traveling, the torque capacity control of the brake B1 and the engagement control of the clutch CR are continued, and the MG1 torque control is also continued.

  As described above, according to the present embodiment, when the engine 12 is operating independently, torque capacity is generated in the brake B1 and the clutch CR, so that the engine 12 is provided to rotate integrally with the first ring gear R1. Further, a torque for fixing or dragging the drive gear 28 is generated (that is, a force for suppressing fluctuations in the rotational speed of the drive gear 28 to which the explosion vibration of the engine 12 during the independent operation is transmitted is applied). Therefore, it is possible to suppress rattling noise generated between the tooth surfaces of the meshing portion of the drive gear 28 and the driven gear 30 during the self-sustaining operation of the engine 12.

  Further, according to this embodiment, when the engine 12 is operating independently and the parking lock mechanism 60 is switched to the parking lock state, torque capacity is generated in the brake B1 and the clutch CR. Therefore, a force that suppresses fluctuations in the rotational speed of the drive gear 28 is applied, and the rattling noise generated between the tooth surfaces at the meshing portion of the parking gear 62 and the lock pole 64 can be suppressed.

  Further, according to the present embodiment, the drive gear 28 may be fixed when the parking lock state is set and the vehicle 10 is stopped. Therefore, when the engine 12 is operating independently, the parking lock When the mechanism 60 is switched to the parking lock state, the torque capacity is generated so that the differential rotational speed is not generated in both the brake B1 and the clutch CR, so that the torque for fixing the drive gear 28 is generated. Further, rattling noise generated between the tooth surfaces at the meshing portion of the parking gear 62 and the lock pole 64 can be further suppressed.

  Further, according to the present embodiment, when the torque capacity generated in the brake B1 is increased, the torque for dragging the drive gear 28 is increased and the drag loss with respect to the drive torque is increased. When the vehicle is in the middle, the torque capacity generated by the brake B1 is made smaller than when the vehicle 10 is stopped, so that the influence of the drag loss is suppressed while the vehicle is traveling. Suppression of rattling noise is given priority when the vehicle is stopped, in which the influence of drag loss need not be considered.

  Further, according to this embodiment, when the vehicle 10 is traveling, the torque capacity is generated so that the differential rotation speed is generated in the brake B1 and the differential rotation speed is not generated in the clutch CR. Torque for dragging the drive gear 28 in consideration of drag loss is appropriately generated. On the other hand, when the vehicle 10 is stopped, the torque capacity is generated so that the differential rotation speed is not generated in both the brake B1 and the clutch CR, so that the torque for fixing the drive gear 28 is appropriately generated. .

  Further, according to the present embodiment, when the engine 10 is operating autonomously in the vehicle 10, torque capacity is generated in the brake B1 and the clutch CR in the released state of the clutch C1. A force is applied to suppress the rotational speed fluctuation of the drive gear 28 to which the explosion vibration of the engine 12 is transmitted. Therefore, it is possible to suppress rattling noise generated between the tooth surfaces of the meshing portion of the drive gear 28 and the driven gear 30 during the self-sustaining operation of the engine 12.

  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.

  FIG. 20 is a diagram illustrating a schematic configuration of each unit related to traveling of the vehicle 100 to which the present invention is applied, and a diagram illustrating a main part of a control system for controlling each unit. In FIG. 20, a vehicle 100 is a power transmission device having an engine 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. 102 is a hybrid vehicle including 102 and drive wheels 16.

  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 gear 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 ring gear R1 is a first rotation element as an input element connected to the output rotation member of the second differential section 108 (that is, the second ring gear R2 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 carrier CA1 is integrally connected to the drive gear 28 (that is, provided so as to rotate integrally with the drive gear 28), and the third rotation element RE3 as an output element connected to the drive wheel 16 is provided. And functions as an output rotation member of the first differential section 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 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 106 (that is, the first ring gear R1 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 carrier CA1 and the second carrier CA2 are selectively connected via the clutch CR. Therefore, the brake B1 is a first engagement device that selectively couples the fifth rotating element RE5 to the case 22 that is a non-rotating member. The clutch CR is a second engagement device that selectively connects the third rotation element RE3 and the fifth rotation element RE5. The clutch C1 is a third engagement device that selectively connects the fourth rotation element RE4 and the fifth rotation element RE5.

  The vehicle 100 is provided with an electric oil pump 110 (also referred to as EOP 110). In the power transmission device 102, the EOP 110 switches the operating states of the clutch C1, the brake B1, and the clutch CR and lubricates each part. And hydraulic oil (oil) oil used for cooling each part is supplied. In addition to the EOP 110, a mechanical oil pump may be provided.

  In the first differential unit 106, the first planetary gear mechanism 48 divides the power of the engine 12 input to the first ring gear R1 into the first rotating machine MG1 and the first carrier CA1 in a state where the differential is allowed. It is possible to function as a power split mechanism. Therefore, in the vehicle 100, the direct torque transmitted mechanically to the first carrier CA1 and the first rotation are obtained by taking the reaction force of the engine torque Te input to the first ring gear R1 by the first rotating machine MG1. It is possible to run the engine with 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 divided into the machine MG1. Thereby, the 1st differential part 106 functions as a well-known electric differential part (electric type continuously variable transmission).

  The second differential unit 108 forms four states by switching each operation state of the clutch C1 and the brake B1, that is, a direct connection state, a reverse rotation speed change state of the engine 12, a neutral state (neutral state), and an internal lock state. Is possible.

  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 ring gear R1 (first rotation element RE1) and the second ring gear R2 (sixth rotation element RE6) being connected, the clutch CR is engaged. By connecting the first carrier CA1 (third rotating element RE3) and the second carrier CA2 (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 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 first differential unit 106 and the drive wheels 16. It is transmitted to a driven gear 30 that is interposed in the path and meshes with the drive gear 28. 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.

  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. Thereby, in the second power transmission unit 26, the power of the second rotating machine MG2 is transferred to the driven gear 30 without passing through the first power transmission unit 104 (that is, the first differential unit 106 and the second differential unit 108). Communicated. 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.

  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. . 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. Further, the power transmission device 102 has an advantage that only two shafts on the inner peripheral side of the first rotating machine MG1 are required as compared with the power transmission device 14 of the first embodiment.

  The vehicle 100 further includes a parking lock mechanism 60. The parking lock mechanism 60 includes a parking gear 62 provided to rotate integrally with the drive gear 28, and a lock pawl 64 that can mesh with the parking gear 62. The parking lock mechanism 60 is selectively switched between a parking lock state and a non-parking lock state.

  The vehicle 100 includes an electronic control device 90 including 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, an EOP 110, and the like.

  Here, travel modes that can be executed by the vehicle 100 will be described with reference to FIGS. 21 and 22 to 29. FIG. 21 is a table showing the operating states of the clutch C1, the brake B1, and the clutch CR in each travel mode. In the chart of FIG. 21, the ◯ mark, blank, Δ mark, “G”, and “M” are the same as those in FIG. As shown in FIG. 21, vehicle 100 can selectively realize an EV travel mode and an HV travel mode as travel modes.

  22 to 29 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. 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, the vertical line Y2 is the rotational speed of the second sun gear S2, which is the fourth rotational element RE4 connected to the engine 12, and the vertical line Y3 is the third rotational element RE3 connected to the drive gear 28. The rotation speed of the first carrier CA1 and the rotation speed of the second carrier CA2, which is the fifth rotation element RE5 that is selectively connected to the case 22 via the brake B1, are connected to each other by the vertical line Y4. The rotation speed of the first ring gear R1 that is the first rotation element RE1 and the rotation speed of the second ring gear R2 that is the sixth rotation element RE6 are shown. 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. 22 is a collinear diagram for the single drive EV mode. As shown in FIG. 21, 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 released, the differential of the second planetary gear mechanism 50 is allowed, and the second differential unit 108 is set to the neutral state. The hybrid control unit 92 stops the operation of the engine 12 and outputs the traveling MG2 torque Tm from the second rotating machine MG2. FIG. 22 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 carrier CA1 when the vehicle 100 moves forward). At the time of reverse travel, the second rotating machine MG2 is reversely rotated relative to the forward travel. While the vehicle is traveling, the first carrier CA1 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). In the single drive EV mode, since the clutch CR is further released, the engine 12 and the first rotating machine MG1 are not rotated, 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).

  When the engine brake is used at the time of traveling in the single drive EV mode, the clutch C1 or the clutch CR is engaged as shown in FIG. 21 (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. 23 is a collinear diagram for the dual drive EV mode. As shown in FIG. 21, the double drive EV mode is realized in a state in which the clutch C1 and the brake B1 are engaged and in a state in which the clutch CR is 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. For this reason, the second planetary gear mechanism 50 stops the rotation of any of the rotating elements, and the second differential unit 108 is in an internal locked state. As a result, the engine 12 is stopped at zero rotation, and the first ring gear R1 connected to the second ring gear R2 is also fixed at zero rotation. When the first ring gear R1 is fixed to be non-rotatable, a reaction force torque of the MG1 torque Tg can be obtained at the first ring gear R1, so that a torque based on the MG1 torque Tg is mechanically output from the first carrier CA1 to drive wheels. 16 can be transmitted. The hybrid control unit 92 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. 23 shows a case in which the first rotating machine MG1 and the second rotating machine MG2 are both moving forward and outputting a positive torque. 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. 24 is an alignment chart in the O / DHV mode of the HV traveling mode. As shown in FIG. 21, the O / 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 O / DHV mode, the clutch CR is engaged, and the first differential unit 106 and the second differential unit 108 constitute one differential mechanism. In addition, in the O / DHV mode, the clutch C1 and the brake B1 are disengaged, and the first differential unit 106 and the second differential unit 108 are entirely divided by the first differential unit 106 alone. An electric continuously variable transmission that operates at a power split ratio different from the ratio is configured. Thus, the first power transmission unit 104 can divide the power of the engine 12 input to the second sun gear S2 into the first sun gear S1 and the first carrier CA1. That is, in the first power transmission unit 104, the engine direct torque is mechanically transmitted to the first carrier CA1 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 92 operates (activates) 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. 24 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 relative 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. 25 is a nomographic chart in the forward traveling in the U / DHV mode of the HV traveling mode. The forward travel in the U / DHV mode (hereinafter referred to as the U / DHV mode (forward)) is realized with the clutch C1 engaged and the brake B1 and the clutch CR released as shown in FIG. . In the U / DHV mode (forward), the clutch C1 is engaged and the brake B1 is released, and the second differential section 108 is in a directly connected state, so that the power of the engine 12 is connected to the second ring gear R2. Is transmitted directly to the first ring gear R1. In addition, in the U / DHV mode (forward), the clutch CR is disengaged, and the electric continuously variable transmission is configured by the first differential unit 106 alone. Thus, in the first power transmission unit 104, the power of the engine 12 input to the first ring gear R1 can be divided into the first sun gear S1 and the first carrier CA1. That is, in the first power transmission unit 104, the engine direct torque is mechanically transmitted to the first carrier CA1 by taking the reaction force of the engine torque Te input to the first ring gear R1 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 92 operates (activates) 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. 25 is a case where the second rotating machine MG2 is traveling forward by outputting a positive torque in the forward rotation.

  FIG. 26 is a collinear diagram in the reverse travel in the U / DHV mode of the HV travel mode, in which the rotation and torque of the engine 12 and This is the case of engine reverse rotation input, in which is input in reverse to a negative value. As shown in FIG. 21, the reverse travel with the engine reverse input of the U / DHV mode (hereinafter referred to as the U / 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 U / DHV reverse rotation input (reverse), the clutch C1 is disengaged and the brake B1 is engaged, and the second differential unit 108 is in the reverse rotation speed change state of the engine 12, so that the power of the engine 12 is The first ring gear R1 connected to the second ring gear R2 is transmitted with negative rotation and negative torque. In addition, in the U / DHV mode reverse rotation input (reverse), the clutch CR is released, and the first differential unit 106 alone constitutes an electric continuously variable transmission. As a result, the first power transmission unit 104 can divide the power of the engine 12 that is reversely input to the first ring gear R1 into the first sun gear S1 and the first carrier CA1. The hybrid control unit 92 operates (activates) 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. In the example shown in FIG. 26, since the first rotating machine MG1 that outputs negative torque is positioned in the negative rotating region, the second rotating machine MG1 generates the electric power used for powering the first rotating machine MG1. Although the rotating machine MG2 outputs a positive torque by a negative rotation, the engine direct torque (not shown), which is a negative torque, has a larger absolute value than the MG2 torque Tm, so that it is possible to travel backward.

  FIG. 27 is a nomographic chart in reverse travel in the U / DHV mode of the HV travel mode, and is a case of engine forward rotation input. In reverse travel with the engine forward rotation input in the U / DHV mode (hereinafter referred to as U / DHV mode forward rotation (reverse)), as shown in FIG. 21, the clutch C1 is engaged, the brake B1 and the clutch This is realized with the CR released. In the U / DHV mode forward input (reverse), the clutch C1 is engaged and the brake B1 is released, and the second differential unit 108 is in a directly connected state. Directly transmitted to the first ring gear R1 connected to R2. In addition, in the U / DHV mode forward rotation (reverse), the clutch CR is released, and the first differential unit 106 alone constitutes an electric continuously variable transmission. Thus, in the first power transmission unit 104, the power of the engine 12 input to the first ring gear R1 can be divided into the first sun gear S1 and the first carrier CA1. The hybrid control unit 92 operates (activates) 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. 27 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. 24 to 27, 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 104 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 is reduced with respect to the engine torque Te. On the other hand, the engine direct torque in the U / DHV mode (forward) 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 U / DHV mode (see FIG. 25). 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 increased torque is mechanically transmitted to the first carrier CA1.

  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 of the signals are mechanically transmitted to the first carrier CA1, the overdrive state in which the rotation of the engine 12 is accelerated and output from the first carrier CA1 is O /. The U / DHV mode is the DHV mode and the underdrive state in which the rotation of the engine 12 is decelerated and output from the first carrier CA1.

  FIG. 28 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. 21, 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 the brake B1 is released. In the direct connection fixed stage mode, the clutch C1 is engaged and the brake B1 is released, and the second differential unit 108 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 106 and the second differential section 108 are rotated together. As a result, the first power transmission unit 104 can directly output the power of the engine 12 from the first carrier CA1. The hybrid control unit 92 causes the engine torque Te for traveling to be output from the engine 12. 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 carrier CA1. 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 92 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 100 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. 29 is a collinear diagram at the time of the fixed stage mode of the HV traveling mode, in which the first carrier CA1 is fixed so as not to rotate, and the output shaft is fixed. As shown in FIG. 21, 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 section 106 and the second differential section 108 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 carrier CA1 is fixed so as not to rotate. Thereby, in the first power transmission unit 104, 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 92 operates (activates) the engine 12, takes a reaction force against the power of the engine 12 by the power generation of the first rotating machine MG <b> 1, and generates the generated power of the first rotating machine MG <b> 1 via the power control unit 18. 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 100 is stopped because the first carrier CA1 is fixed so as not to rotate. As shown in the description with reference to FIGS. 28 and 29, the clutch CR is engaged in the HV traveling mode in the direct connection fixed stage mode or the output shaft fixed stage mode.

  In both the U / DHV mode and the O / DHV mode, the first power transmission unit 104 is caused to function as an electric continuously variable transmission. Further, the state where the reduction ratio I of the first power transmission unit 104 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. 28). Therefore, preferably, the hybrid control unit 92 switches between the U / DHV mode (forward) in which the clutch C1 is engaged and the O / 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.

  The hybrid control unit 92 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 92 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.

  The power transmission switching unit 94 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 92. The power transmission switching unit 94 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 92 is possible. The hydraulic control command signal Sp to be output is output to the hydraulic control circuit 54.

  The start control unit 96 generates torque in the first rotating machine MG1 in the engaged state of any one of the clutch C1, the brake B1, and the clutch CR when starting the engine 12 that has been stopped. As a result, the engine 12 is rotationally driven. That is, the start control unit 96 raises the engine rotational speed Ne by the first rotating machine MG1 and ignites as necessary with the clutch C1, the clutch CR, or the brake B1 engaged.

  By the way, in the vehicle 100 as well, as in the vehicle 10 of the first embodiment described above, during the self-sustained operation of the engine 12, the explosion vibration of the engine 12 occurs between the gear teeth of the drive gear 28 and the gear teeth of the driven gear 30. The resulting rattling noise can occur. Further, during the self-sustaining operation of the engine 12 when the parking lock mechanism 60 is in the parking lock state, the engine 12 is caused by explosion vibration between the gear teeth of the parking gear 62 and the claw portion 66 of the lock pole 64. There is a possibility that a rattling noise will occur.

  Therefore, also in the present embodiment, as in the first embodiment, the electronic control unit 90 generates torque capacity in the brake B1 and the clutch CR when the engine 12 is operating independently. In addition, when the engine 12 is operating independently and the parking lock mechanism 60 is switched to the parking lock state, the electronic control unit 90 generates torque capacity for the brake B1 and the clutch CR. Specifically, also in the present embodiment, as in the first embodiment, the electronic control device 90 further includes the condition determination unit 97 and the engagement control unit 98, so that the control during the autonomous operation of the engine 12 can be performed. Realized. That is, also in the present embodiment, the control operation (for example, the control operation shown in the flowchart of FIG. 18) of the electronic control device 90 shown in the first embodiment can be applied to the vehicle 100.

  As described above, according to the present embodiment, the same effects as those of the first embodiment 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, the flowchart of FIG. 18 in the above-described embodiment is not limited to this mode. For example, when the vehicles 10 and 100 are in a stopped state when the engine 12 is operating independently (including the case where the parking lock mechanism 60 is switched to the parking lock state), the vehicles 10 and 100 are still running. If the embodiment in which the torque capacity similar to that during traveling is generated in the brake B1 and the clutch CR is adopted so that the torque for dragging the drive gear 28 is generated without being distinguished from the case of FIG. In the flowchart, S40 and S50 do not need to be provided, and S60 and S70 are one step, in which torque capacity control of the brake B1 is executed. Even when the vehicle is stopped, the load of the oil pump (for example, OP55, EOP110) is reduced by using the B1 hydraulic pressure Pb1 that generates a small torque capacity so that the brake B1 is not fully engaged as much as when the vehicle is running. This can improve fuel efficiency. Alternatively, from the viewpoint of reducing the load on the oil pump, when the vehicle is stopped, the hydraulic pressure instruction of the B1 hydraulic pressure Pb1 that generates a torque capacity that does not completely engage the brake B1 may be used as in the case of traveling of the vehicle. Alternatively, the traveling of the vehicles 10 and 100 may be limited to the EV traveling at an extremely low vehicle speed by the second rotating machine MG2 alone. As a result, rattling noise is suppressed in EV running at an extremely low vehicle speed at which rattling noise is likely to be a problem, and the traveling region affected by drag loss is also limited. Or, as will be described later, in a vehicle not provided with the clutch C1, the step of S20 in the flowchart of FIG. 18 is not provided. Thus, each step in the flowchart of FIG. 18 can be changed as appropriate.

  In the first differential section 44 of the above-described embodiment, the third engagement device is the clutch C1 that selectively connects the fifth rotation element RE5 and the sixth rotation element RE6, and the first differential section. In 106, the clutch C1 selectively connects the fourth rotating element RE4 and the fifth rotating element RE5. However, the present invention is not limited to this. For example, in the first differential section 44, the third engagement device may be a clutch that selectively connects the fourth rotation element RE4 and the fifth rotation element RE5, or the fourth rotation element RE4 and the sixth rotation element. A clutch that selectively connects the RE 6 may be used. In short, the third engagement device may be a clutch that connects any two rotation elements of the fourth rotation element RE4, the fifth rotation element RE5, and the sixth rotation element RE6. In the first differential portions 44 and 106, the second engagement device is the clutch CR that selectively connects the third rotation element RE3 and the fifth rotation element RE5, but is not limited to this mode. For example, the second engagement device may be a clutch that selectively couples the second rotation element RE2 and the fifth rotation element RE5. Further, the first differential units 44 and 106 include the single pinion type first planetary gear mechanism 48 and the single pinion type second planetary gear mechanism 50, but the present invention is not limited to this mode. For example, the first differential units 44 and 106 may include a double pinion type planetary gear mechanism instead of the single pinion type first planetary gear mechanism 48. In addition, the clutch C1, the brake B1, and the clutch CR are wet hydraulic friction engagement devices, but may be engagement devices that switch operating states by electric power.

  In the above-described embodiment, the vehicles 10 and 100 include the clutch C1, but the present invention can be applied even to a vehicle that does not include the clutch C1. However, in the case of a vehicle that does not include the clutch C1, it is not possible to configure an electric continuously variable transmission that operates at different power split ratios when the vehicle travels forward. Further, the vehicles 10 and 100 are connected gear trains in which the second rotating machine MG2 is arranged on a different axis from the axis of the first power transmission units 24 and 104. A connected gear train or the like in which the rotating machine MG2 is disposed on the same axis as the axis of the first power transmission units 24 and 104 may be used. The point is that the vehicle includes the engine 12, the first differential units 44 and 106, the second differential units 46 and 108, and the second rotating machine MG2 connected to the drive wheels 16 so as to be able to transmit power. 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. Further, although the invention has been described using the power transmission devices 14 and 102 suitably used for the FF type vehicles 10 and 100, the present invention is a power transmission used for other types of vehicles such as the FR type and the RR type. The present invention can be applied as appropriate to the apparatus.

  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 22: Case (non-rotating member)
28: Drive gear (output rotating member)
30: Driven gear (intermediate transmission member)
44: 1st differential part CA1: 1st carrier (1st rotation 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)
60: Parking lock mechanism 62: Parking gear 64: Lock pole 90: Electronic control device (control device)
97: Condition determination unit 98: Engagement control unit 106: First differential unit R1: First ring gear (first rotation element)
S1: First sun gear (second rotating element)
CA1: first carrier (third rotating element)
108: Second differential part S2: Second sun gear (fourth rotating element)
CA2: second carrier (fifth rotating element)
R2: Second ring gear (sixth rotating element)
B1: Brake (first engagement device)
CR: Clutch (second engagement device)
C1: Clutch (third engagement device)
MG1: First rotating machine MG2: Second rotating machine

Claims (6)

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. An intermediate between the second differential portion and an output rotating member that is interposed in a power transmission path between the first differential portion and the drive wheel and is provided to rotate integrally with the third rotating element. A transmission member, and a second rotating machine coupled to the drive wheel so that power can be transmitted by transmitting power to the intermediate transmission member without passing through the first differential section and the second differential section. A vehicle control device comprising:
It said vehicle further comprises one the first engaging device for coupling the fifth rotating element to a non-rotating member, and a pre-Symbol second engagement device for connecting the fifth rotating element and the third rotating element And
A vehicle control device comprising: an engagement control unit that generates torque capacity in the first engagement device and the second engagement device when the engine is operating independently. The vehicle includes a parking gear provided to rotate integrally with the output rotation member, and a lock pawl capable of meshing with the parking gear, and the lock pawl is in a position to mesh with the parking gear. A non-parking lock that allows rotation of the output rotating member by being in a parking lock state that prevents rotation of the output rotating member and a position in which the engagement of the lock pawl and the parking gear is released. A parking lock mechanism that can be selectively switched to a state;
When the engine is operating independently and the parking lock mechanism is switched to the parking lock state, the engagement control unit is configured to perform the first engagement device and the second engagement. The vehicle control device according to claim 1, wherein the device generates torque capacity.   The vehicle control device according to claim 2, wherein the engagement control unit generates a torque capacity so that a differential rotational speed does not occur in both the first engagement device and the second engagement device. . A condition determination unit that determines whether the vehicle is running or stopped;
The engagement control unit reduces a torque capacity generated by the first engagement device when the vehicle is running as compared with a case where the vehicle is stopped. Item 4. The vehicle control device according to any one of Items 1 to 3.   When the vehicle is running, the engagement control unit is configured to generate a torque capacity so that a differential rotation speed is generated in the first engagement device and a differential rotation speed is not generated in the second engagement device. On the other hand, when the vehicle is stopped, a torque capacity is generated so that a differential rotational speed does not occur in both the first engagement device and the second engagement device. The vehicle control device according to claim 4. The vehicle further includes a third engagement device that connects any two of the fourth rotating element, the fifth rotating element, and the sixth rotating element.
When the engine is operating independently, the engagement control unit causes the first engagement device and the second engagement device to generate torque capacity in a released state of the third engagement device. The vehicle control device according to any one of claims 1 to 5, wherein:

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