JP6701991B2 - Vehicle control device - Google Patents

Description

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

  A transmission unit for transmitting power to the engine to an input rotating member, a first rotating element connected to an output rotating member of the transmission unit, and a second rotating element for transmitting power to the first rotating machine. A differential unit having a differential mechanism having a third rotating element connected to drive wheels, and controlling the operating state of the first rotating machine to control the differential state of the differential mechanism; A vehicle including a second rotating machine that is connected to the drive wheels in a power-transmittable manner is well known. For example, the vehicle described in Patent Document 1 is that. In this Patent Document 1, a speed change unit that transmits engine power to a differential unit includes a planetary gear mechanism and two friction engagement devices whose engagement and disengagement are hydraulically controlled. It is disclosed that the speed change portion is switched between high and low by controlling the operating states (states such as engagement and release) of these friction engagement devices.

International Publication No. 2013/114594

  By the way, in the vehicle, it is possible to respectively perform motor traveling in which the second rotating machine is driven while the engine is stopped, and engine traveling in which the engine is driven. In such motor traveling, it is possible to drive the second rotating machine with all the engagement devices of the transmission unit in the released state, for traveling, but the transmission unit should be operated so that the engine brake can be acted quickly. It is also conceivable to drive the second rotating machine with one of the engaging devices in the engaged state to travel. On the other hand, when switching from motor running to engine running, the engine is started. In particular, when switching from motor running in which one of the engagement devices of the speed change portion is engaged to engine running in which the engagement device of the speed change part is changed to the released state, in addition to starting the engine, It is necessary to change the engagement device of the transmission unit from the engaged state to the released state. Then, since the switching control from the motor running to the engine running becomes complicated, the engine start may be delayed and the output response (driving force response) may be deteriorated.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to engage one of the engaging devices provided in the transmission unit in an engaged state. When switching from motor running to engine running in which one of the engagement devices is in the released state, the engine can be quickly started, and a decrease in driving force responsiveness can be suppressed. To provide.

The gist of the first aspect of the present invention is as follows: (a) A transmission unit in which an engine is capable of transmitting power to an input rotating member, a first rotating element connected to an output rotating member of the transmission unit, and a first rotating unit. And a differential mechanism having a second rotary element connected to the machine so that power can be transmitted and a third rotary element connected to the drive wheels. The differential state is controlled by controlling the operating state of the first rotary machine. A control device for a vehicle, comprising: a differential part for controlling a differential state of a mechanism; and a second rotating machine connected to the drive wheels so as to be able to transmit power, (b) the vehicle is A first engagement device that forms a first gear stage of the speed change unit by a combination, a second engagement device that forms a second gear stage of the speed change unit by engagement, the engine and the first rotation A third engagement device for connecting a machine, and (c) the engagement state of any one of the first engagement device and the second engagement device, and While the motor is traveling by operating the second rotating machine while the engine is stopped, switching to engine traveling is performed by operating the engine in the released state of the one engagement device. And a switching determination unit that determines whether or not to perform (d) switching to the engine running, start the engine with one of the engagement devices in an engaged state. And a traveling state switching control unit that brings the one engagement device into a released state, and (e) the motor traveling is performed by the first engagement device and the second engagement device. The second rotating machine is operated with one of the engagement devices engaged, the other engagement device released, the third engagement device released, and the engine operation stopped. (F) The engine running is performed by running the engine in the released state of the one engagement device, the engaged state of the other engagement device, and the engaged state of the third engagement device. Parallel running in which the engine is driven, and the engine is operated in a disengaged state of both the first engagement device and the second engagement device and in an engaged state of the third engagement device. Including at least one of the engine traveling of the series traveling to travel, (g) when the engine traveling includes the parallel traveling, the traveling state switching control unit executes the switching to the parallel traveling. If it is determined that the one engagement device is in the engaged state, the engine is started and then the one engagement device is released. Run the switching example of the engagement state of the switching and the other engagement device to state, then, is intended to the third engagement device and the engagement state or the engine running is the series drive When it is determined that the traveling state switching control unit executes the switching to the series traveling, the first engagement device, the second engagement device, and the third engagement device are included. The engine is started while maintaining the respective operating states of the devices, and then the one engagement device is brought into the released state and the third engagement device is brought into the engaged state.

According to the first aspect of the invention, one of the first engagement device and the second engagement device provided in the speed change portion is brought into the engaged state and the other engagement device is released. From the motor running in the state where the third engagement device connecting the engine and the first rotating machine is released , one of the engagement devices is released and the third engagement device is engaged. When switching to the engine running mode, the engine is started with one of the engaging devices in the engaged state, and then the one of the engaging devices is released and the third engagement is performed. Since the device is brought into the engaged state, it is possible to quickly start the engine when the motor running is switched to the engine running, and it is possible to suppress deterioration of the driving force responsiveness. In addition, when the engine traveling includes parallel traveling, in parallel traveling in which the overall gear ratio of the transmission section and the differential section is fixed, in parallel traveling, one of the engagement devices is released. The shock is easily transmitted directly to the drive wheels at the time of switching to and the switching of the other engaging device to the engaged state, or at the time of starting the engine. In the disengaged state of the coupling device, the one engagement device is switched to the disengaged state, the other engagement device is switched to the engaged state, and the engine is started. Such a shock is easily suppressed (absorbed) in the differential portion that is brought into the differential state by releasing the device. Alternatively, when the engine running includes the series running, the engine is started with the differential portion being in the differential state, so that the shock accompanying the engine start is easily suppressed.

FIG. 2 is a diagram illustrating a schematic configuration of each unit related to traveling of a vehicle to which the present invention is applied, and a diagram illustrating a main part of a control system for controlling each unit. It is a figure which shows an example of the driving force source switching map used for switching control between engine traveling and motor traveling. It is a chart showing each operating state of each engagement device in each running mode. It is an alignment chart at the time of single drive EV mode. It is an alignment chart at the time of both-drive EV mode. It is an alignment chart at the time of series parallel low mode of HV running mode. It is an alignment chart at the time of series parallel high mode of HV running mode. It is an alignment chart at the time of the series mode of HV drive mode. It is an alignment chart at the time of parallel low mode of HV running mode. It is an alignment chart at the time of parallel high mode of HV running mode. A description will be given of a main part of the control operation of the electronic control device, that is, the control operation for suppressing the deterioration of the driving force response that enables the engine to be started quickly when the EV running [A] is switched to the engine running [B]. It is a flowchart to do. FIG. 12 is a time chart when the control operation shown in the flowchart of FIG. 11 is executed, and is a diagram showing an example in which an acceleration request is relatively large when switching to traveling in the parallel low mode occurs. FIG. 12 is a time chart when the control operation shown in the flowchart of FIG. 11 is executed, and is a diagram showing an example in which the acceleration request is relatively small when switching to traveling in the parallel low mode occurs. FIG. 12 is a time chart when the control operation shown in the flowchart of FIG. 11 is executed, and is a diagram showing an example in which the acceleration request is relatively large when switching to series running occurs. FIG. 12 is a time chart when the control operation shown in the flowchart of FIG. 11 is executed, showing an example in which the acceleration request is relatively small when switching to series running occurs.

  Further, preferably, in the vehicle control device according to the first aspect of the present invention, the motor running is performed by the engagement device of any one of the first engagement device and the second engagement device. Is a motor running in which the second rotating machine is operated in a combined state and the other engagement device is released and the operation of the engine is stopped, and the engine travel is the one of the one engagement device. When the engine is running with the engine being driven in the released state and the engagement state of the other engagement device, the running state switching control unit, when the acceleration request to the vehicle is larger than a predetermined value, The engine is started while maintaining the operating state of each of the one engagement device and the other engagement device, and then the one engagement device is released and the other engagement is performed. While the device is in the engaged state, when the acceleration request is less than or equal to the predetermined value, the one engaging device and the other engaging device is in the released state, and thereafter, The starting of the engine is performed. With this configuration, when the one of the engagement devices is switched to the disengaged state and the other engagement device is switched to the engaged state while the engine is operating, when the switching is performed, In the case where the engine rotation speed fluctuates due to the variation of the torque capacity of the engagement device with respect to the command value and the shock is likely to occur, the engine start control and the engagement device operation state switching control are performed. Which of these is prioritized can be switched according to the acceleration request, so that it is possible to appropriately suppress the decrease in driving force responsiveness and the occurrence of shock. Specifically, when the acceleration request is relatively large, a shock is likely to occur, but it is possible to suppress a decrease in driving force responsiveness, and the engine start is prioritized over the switching of the operating state of the engagement device. On the other hand, if the acceleration request is relatively small while the control is performed, it is considered that the request for the driving force response is not high, so shock is unlikely to occur, and the operating state of the engagement device should be switched rather than starting the engine. Implement priority control. Accordingly, only when the driving force responsiveness is high, the control in which the shock is likely to occur and the engine start is prioritized is performed, so that it is possible to prevent the ride comfort of the vehicle from being unintentionally deteriorated. In addition, such an aspect may be applied to the vehicle further including a third engagement device that connects the engine and the first rotating machine.

  Further, preferably, in the vehicle control device according to the first aspect of the present invention, when the engine running is in a released state of both the engagement devices of the first engagement device and the second engagement device, In the case of engine traveling (for example, series traveling) in which the engine is driven while the three engagement devices are engaged, when the acceleration request for the vehicle is greater than a predetermined value, the traveling state switching control unit , The first engagement device, the second engagement device, and the third engagement device while maintaining the operating state of each, start the engine, and then release the one engagement device While the third engagement device is in the state and the third engagement device is in the engagement state, when the acceleration request is equal to or less than the predetermined value, the one engagement device is released and the third engagement is performed. The device is in the engaged state and then the engine is started. With this configuration, when the one of the engagement devices is switched to the disengaged state and the third engagement device is switched to the engaged state in a state where the engine is operating, when the switching is performed, In the case where the engine rotation speed fluctuates due to the variation of the torque capacity of the engagement device with respect to the command value and the shock is likely to occur, the engine start control and the engagement device operation state switching control are performed. Which of these is prioritized can be switched according to the acceleration request, so that it is possible to appropriately suppress the decrease in driving force responsiveness and the occurrence of shock. Specifically, when the acceleration request is relatively large, a shock is likely to occur, but it is possible to suppress a decrease in driving force responsiveness, and the engine start is prioritized over the switching of the operating state of the engagement device. On the other hand, if the acceleration request is relatively small while the control is performed, it is considered that the request for the driving force response is not high, so shock is unlikely to occur, and the operating state of the engagement device should be switched rather than the engine start Implement priority control. Accordingly, only when the driving force responsiveness is high, the control in which the shock is likely to occur and the engine start is prioritized is performed, so that it is possible to prevent the ride comfort of the vehicle from being unintentionally deteriorated.

  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 part related to traveling of a vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system for controlling each part. In FIG. 1, a vehicle 10 is a hybrid vehicle including an engine 12, a first rotary machine MG1 and a second rotary machine MG2, which can be a driving force source for traveling, 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 burns a predetermined fuel to output power. The engine torque Te of the engine 12 is controlled by controlling the throttle opening, the intake air amount, the fuel supply amount, the ignition timing, and other operating conditions by an electronic control unit 80 described later.

  The first rotary machine MG1 and the second rotary machine MG2 are so-called motor generators having a function as an electric motor (motor) that generates a drive torque and a function as a generator (generator). The first rotary machine MG1 and the second rotary machine MG2 are connected to the battery unit 20 via a power control unit 18 having an inverter section, a smoothing capacitor, etc., and the power control unit 18 is controlled by an electronic control unit 80 described later. As a result, the MG1 torque Tmg1 and the MG2 torque Tmg2, which are the output torques (power running torque or regenerative torque) of the first rotary machine MG1 and the second rotary machine MG2, are controlled.

  The power transmission device 14 is provided in a power transmission path between the engine 12 and the drive wheels 16, and is housed in a case 22 which is a non-rotating member attached to the vehicle body. The first rotating machine MG1 and the second rotating machine MG2. It is housed with. In the power transmission device 14, the first power transmission portion 24, the second power transmission portion 26, the driven gear 30, which meshes with the drive gear 28 that is an output rotating member of the first power transmission portion 24, and the driven gear 30 are fixed to be relatively non-rotatable. The driven shaft 32, a final gear 34 (a final gear 34 having a diameter smaller than that of the driven gear 30) fixed to the driven shaft 32 so as not to rotate relative to the driven shaft 32, a differential gear 38 meshing with the final gear 34 through a differential ring gear 36, and the like in the case 22. Be prepared for. The power transmission device 14 also includes an axle 40 and the like connected to the differential gear 38.

  The first power transmission unit 24 is arranged coaxially with the input shaft 42 that is an input rotating member of the first power transmission unit 24, and includes a transmission unit 44 and a differential unit 46. The speed change unit 44 includes a first planetary gear mechanism 48, a clutch C1, and a brake B1. The differential portion 46 includes a second planetary gear mechanism 50 and a clutch CS.

  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 that it can rotate and revolve, and the first sun gear S1 via the first pinion gear P1. It is a known single-pinion type planetary gear mechanism having a ring gear R1 and functions as a differential mechanism that produces a differential action. The first planetary gear mechanism 48 is an input-side differential mechanism that is arranged closer to the engine 12 than the second planetary gear mechanism 50. The first carrier CA1 is a rotating element (for example, a first rotating element RE1) that is integrally connected to the input shaft 42 and that is capable of transmitting power to the engine 12 via the input shaft 42. Functions as an input rotating member. The first sun gear S1 is a rotating element (for example, a second rotating element RE2) that is selectively connected to the case 22 via the brake B1. The first ring gear R1 is a rotary element (for example, a third rotary element RE3) connected to the input rotary member of the differential unit 46 (that is, the second carrier CA2 of the second planetary gear mechanism 50), and the output of the transmission unit 44. Functions as a rotating member. Further, the first carrier CA1 and the first sun gear S1 are selectively connected via the clutch C1.

  Each of the clutch C1 and the brake B1 is preferably a wet friction engagement device, and is a multi-plate hydraulic friction engagement device that is engagement-controlled by a hydraulic actuator. The clutch C1 and the brake B1 are hydraulic pressures respectively supplied from the hydraulic pressure control circuit 52 (for example, C1 hydraulic pressures Pc1, B1) when the hydraulic pressure control circuit 52 provided in the vehicle 10 is controlled by an electronic control unit 80 described later. The operating state (state such as engagement and release) is controlled according to the hydraulic pressure Pb1).

  When both the clutch C1 and the brake B1 are released, the differential of the first planetary gear mechanism 48 is allowed. Therefore, in this state, since the reaction force torque of the engine torque Te cannot be obtained by the first sun gear S1, the transmission unit 44 is in a neutral state (neutral state) in which mechanical power transmission is impossible. Further, in the state where the clutch C1 is engaged and the brake B1 is released, the rotary elements of the first planetary gear mechanism 48 are integrally rotated. Therefore, in this state, the rotation of the engine 12 is transmitted at a constant speed from the first ring gear R1 to the second carrier CA2. On the other hand, in the state where the clutch C1 is released and the brake B1 is engaged, in the first planetary gear mechanism 48, the rotation of the first sun gear S1 is stopped, and the rotation of the first ring gear R1 rotates the first carrier CA1. Will be faster than. Therefore, in this state, the rotation of the engine 12 is accelerated and output from the first ring gear R1. As described above, the transmission unit 44 is a two-stage stepped transmission that is switched between a low gear that is in a direct connection state (gear ratio=1.0) and a high gear that is in an overdrive state (for example, gear ratio=0.7). Function as. The clutch C1 is a first engagement device that forms a low gear as a first gear stage of the transmission unit 44 by engagement, and the brake B1 forms a high gear as a second gear stage of the transmission unit 44 by engagement. It is a second engagement device to be formed. Therefore, in the state where one of the clutch C1 and the brake B1 is engaged, the transmission unit 44 is a non-transmittable mechanical power transmission in which one of the first and second gears is formed. It is in a neutral state. Further, when both the clutch C1 and the brake B1 are engaged, the rotation of each rotary element of the first planetary gear mechanism 48 is stopped. Therefore, in this state, the rotation of the first ring gear R1 that is the output rotation member of the transmission unit 44 is stopped, and the rotation of the second carrier CA2 that is the input rotation member of the differential unit 46 is stopped.

  The second planetary gear mechanism 50 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that rotatably and revolvably supports the second pinion gear P2, and a second sun gear S2 that meshes with the second sun gear S2 via the second pinion gear P2. It is a known single-pinion type planetary gear mechanism having a ring gear R2 and functions as a differential mechanism that produces a differential action. The second planetary gear mechanism 50 is an output-side differential mechanism arranged on the drive wheel 16 side of the first planetary gear mechanism 48. The second carrier CA2 is a rotary element (for example, the first rotary element RE1) as an input element connected to the output rotary member of the transmission unit 44 (that is, the first ring gear R1 of the first planetary gear mechanism 48), and has a differential structure. It functions as an input rotating member of the portion 46. The second sun gear S2 is integrally connected to the rotor shaft 54 of the first rotating machine MG1, and is a rotating element (for example, a second rotating element) as a reaction force element to which the first rotating machine MG1 is connected so that power can be transmitted. RE2). The second ring gear R2 is a rotating element (for example, a third rotating element RE3) as an output element that is integrally connected to the drive gear 28 and is connected to the drive wheel 16, and is an output rotating member of the differential portion 46. Function as. The second sun gear S2 is selectively connected to the first carrier CA1 via the clutch CS. Therefore, the clutch CS is a third engagement device that selectively connects the engine 12 connected to the first carrier CA1 and the first rotating machine MG1 connected to the second sun gear S2.

  The clutch CS is preferably a wet type friction engagement device, and is a multi-plate hydraulic friction engagement device that is engagement-controlled by a hydraulic actuator. The hydraulic control circuit 52 is controlled by an electronic control unit 80, which will be described later, so that the clutch CS operates according to the hydraulic pressure (for example, CS hydraulic pressure Pcs) supplied from the hydraulic control circuit 52. State) is controlled.

  When the clutch CS is released, the differential of the second planetary gear mechanism 50 is allowed. Therefore, in this state, the second planetary gear mechanism 50 can function as a power distribution mechanism that distributes the power input to the second carrier CA2 to the first rotary machine MG1 and the second ring gear R2. That is, in the differential portion 46, in addition to the mechanical power transmission distributed to the second ring gear R2, the first rotary machine MG1 is generated by the power distributed to the first rotary machine MG1, and the generated power is The second rotating machine MG2 is driven by being stored or by the electric power. As a result, the differential unit 46 controls the electric power control unit 18 by the electronic control unit 80 described later to control the operating state of the first rotary machine MG1 to control the gear ratio (gear ratio). Functions as a differential unit (electric continuously variable transmission). That is, the differential portion 46 is the second planetary gear mechanism 50 as a differential mechanism that is power-transmittablely coupled to the engine 12, and the differential rotating machine that is power-transmittablely coupled to the second planetary gear mechanism 50. And the first rotating machine MG1 as described above, and the differential state of the second planetary gear mechanism 50 is controlled by controlling the operating state of the first rotating machine MG1. Further, when the clutch CS is engaged, the engine 12 and the first rotating machine MG1 are connected to each other. Therefore, the power of the engine 12 causes the first rotating machine MG1 to generate power, and the generated power is stored. It is possible to drive the second rotary machine MG2 with the electric power.

  In the thus configured first power transmission unit 24, the power of the engine 12 and the power of the first rotary machine MG1 are transmitted from the drive gear 28 to the driven gear 30. Therefore, the engine 12 and the first rotary machine MG1 are coupled to the drive wheels 16 via the first power transmission unit 24 so that power can be transmitted. Further, since the transmission unit 44 is overdriven, the torque increase of the first rotary machine MG1 is suppressed.

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

  The power transmission device 14 configured as described above is preferably used for an FF (front engine/front drive) type vehicle. Further, in the power transmission device 14, the power of the engine 12, the power of the first rotary machine MG1, and the power of the second rotary machine MG2 are transmitted to the driven gear 30, and from the driven gear 30, the final gear 34, the differential gear 38, the axle shaft. It is transmitted to the drive wheels 16 through 40 and so on. Further, in the power transmission device 14, the engine 12, the first power transmission portion 24, the first rotary machine MG1 and the second rotary machine MG2 are arranged on different axes, so that the axial length is shortened. ing. Further, the reduction gear ratio of the second rotary machine MG2 can be increased.

  The vehicle 10 includes an electronic control device 80 including a control device that controls each part related to traveling. The electronic control unit 80 is configured to include a so-called microcomputer provided with, for example, a CPU, a RAM, a ROM, an input/output interface, etc., and the CPU uses a temporary storage function of the RAM while following a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 80 is configured to execute the output control of the engine 12, the first rotary machine MG1, and the second rotary machine MG2, the switching control of the traveling mode described later, and the like, and the engine is executed as necessary. It is configured separately for control, rotary machine control, hydraulic control, etc.

  The electronic control unit 80 includes various sensors (for example, an engine rotation speed sensor 60, an output rotation speed sensor 62, a MG1 rotation speed sensor 64 such as a resolver, a MG2 rotation speed sensor 66 such as a resolver, an accelerator opening sensor, etc., provided in the vehicle 10. Degree signal 68, shift position sensor 70, battery sensor 72, and the like based on various signals (for example, engine rotation speed Ne, output rotation speed Nout which is the rotation speed of driven gear 30 corresponding to vehicle speed V, MG1 rotation speed Nmg1, MG2 rotation speed Nmg2, accelerator opening degree θacc, shift lever operation position Psh, battery temperature THbat of battery unit 20, battery charge/discharge current Ibat, battery voltage Vbat, etc. are supplied. Further, the electronic control unit 80 sends various command signals (for example, an engine control command signal Se and a rotating machine control command signal) to each device (for example, the engine 12, the power control unit 18, the hydraulic control circuit 52, etc.) provided in the vehicle 10. Sm, hydraulic control command signal Sp, etc.) are supplied. The electronic control unit 80 calculates the state of charge (charge capacity) SOC of the battery unit 20 based on, for example, the battery charge/discharge current Ibat and the battery voltage Vbat.

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

  The hybrid control unit 82 controls the opening and closing of the electronic throttle valve, controls the fuel injection amount and injection timing, and outputs the engine control command signal Se that controls the ignition timing so that the target torque of the engine torque Te is obtained. The output control of the engine 12 is executed. Further, the hybrid control unit 82 outputs the 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 sets the target torque of the MG1 torque Tmg1 and the MG2 torque Tmg2. The output control of the first rotary machine MG1 and the second rotary machine MG2 is executed so that

  The hybrid control unit 82 calculates the drive torque (required drive torque) required at the vehicle speed V at that time from the accelerator opening θacc, and considers the charge required value (charge required power) and the like to achieve low fuel consumption and exhaust gas amount. The required drive torque is generated from at least one of the engine 12, the first rotary machine MG1, and the second rotary machine MG2 so that the operation is reduced.

  The hybrid control unit 82 selectively establishes a motor traveling mode (EV traveling mode) or a hybrid traveling (also referred to as engine traveling) mode (HV traveling mode) as a traveling mode according to a traveling state. In the EV traveling mode, the operation of the engine 12 is stopped and the motor traveling (EV traveling) in which at least one of the first rotating machine MG1 and the second rotating machine MG2 is used as a driving force source for traveling is performed. This is a control method that enables it. The HV traveling mode is a control mode that enables engine traveling in which at least the engine 12 is used as a driving force source for traveling (that is, the power of the engine 12 is transmitted to the drive wheels 16 to travel). Even if the power of the engine 12 is not mechanically transmitted to the drive wheels 16, for example, the power of the engine 12 is converted into electric power by the power generation of the first rotary machine MG1, and the second rotary machine MG2 is driven by the power. If the vehicle travels in this manner, it is included in the HV traveling mode. That is, in such a case, the engine torque Te is not mechanically transmitted to the drive wheels 16, but the engine 12 is the power source of the base that drives the second rotary machine MG2, so this traveling (that is, series traveling described later) Is also included in the engine running.

  The hybrid control unit 82 has a boundary line between the engine traveling area and the motor traveling area (single drive area, both drive areas), which is determined in advance experimentally or by design, and stores the vehicle speed V and the required drive torque as variables. By applying the vehicle speed V and the required drive torque to the relationship (that is, a predetermined map) shown in FIG. 2 (driving force source switching map), the traveling state can be set to either the motor traveling region or the engine traveling region. Determine if there is. The hybrid control unit 82 establishes the EV traveling mode when it determines that it is in the motor traveling region, and establishes the HV traveling mode when it determines that it is in the engine traveling region. Even when the traveling state is in the motor traveling range, the hybrid control unit 82 limits the electric power that can be output from the battery unit 20 due to the low battery temperature THbat or the low charging capacity SOC. , Or when the engine 12 needs to be warmed up, the HV traveling mode is established so as to drive the engine 12. As shown in FIG. 2, the motor travel area (single drive area, both drive areas) is in the low vehicle speed range of the vehicle speed V or the low torque range of the required drive torque as compared with the engine travel area.

  When the EV drive mode is established, the hybrid control unit 82 further applies the vehicle speed V and the required drive torque to the drive force source switching map as shown in FIG. 2 so that the single drive region and the both drive regions are separated. Determine which one it is. For example, the hybrid control unit 82 establishes the single drive EV mode when the second rotary machine MG2 alone can cover the required drive torque, while the hybrid control section 82 cannot cover the required drive torque only by the second rotary machine MG2. Establishes the dual drive EV mode. When the single drive EV mode is established, the hybrid control unit 82 enables EV traveling using only the second rotary machine MG2 as a drive power source for traveling, while establishing the dual drive EV mode. In this case, EV traveling using both the first rotary machine MG1 and the second rotary machine MG2 as drive power sources for traveling is enabled. The hybrid control unit 82 determines that the operating point of the second rotary machine MG2 represented by the MG2 rotational speed Nmg2 and the MG2 torque Tmg2 is the second rotary machine MG2 even when the required drive torque can be covered only by the second rotary machine MG2. If the operating point is within a predetermined range as an operating point that deteriorates the efficiency (in other words, if it is more efficient to use the first rotary machine MG1 and the second rotary machine MG2 in combination), both drive EVs are Establish the mode. When the dual drive EV mode is established, the hybrid control unit 82 requests the first rotary machine MG1 and the second rotary machine MG2 based on the operating efficiencies of the first rotary machine MG1 and the second rotary machine MG2. Drive torque is shared.

  When the HV traveling mode is established because the traveling state is in the engine traveling area, the hybrid control unit 82 establishes the series parallel mode, for example. When the series-parallel mode is established, the hybrid control unit 82 takes charge of the reaction force against the power of the engine 12 by the power generation of the first rotating machine MG1 to transmit the engine direct torque to the drive gear 28 and perform the first rotation. By driving the second rotary machine MG2 with the electric power generated by the machine MG1, torque is transmitted to the drive wheels 16 to enable the engine to travel. That is, when the series parallel mode is established, the hybrid control unit 82 controls the operating state of the first rotary machine MG1 to transmit the power of the engine 12 to the drive wheels 16 to run the engine in series parallel running. Is possible. In this series parallel mode, the hybrid control unit 82 operates the engine 12 at the engine operating point (that is, the engine operating point represented by the engine rotation speed Ne and the engine torque Te) in consideration of the known optimum fuel consumption line of the engine 12. Activate. In this series parallel mode, it is also possible to drive the second rotary machine MG2 by adding the electric power from the battery unit 20 to the electric power generated by the first rotary machine MG1.

  The hybrid control unit 82, when the traveling state is in the motor traveling region (single drive region, both drive regions), when the electric power that can be output from the battery unit 20 is limited or when the engine 12 needs to be warmed up. For example, the HV traveling mode is established. The hybrid control unit 82 establishes the series-parallel mode when the HV traveling mode is established when the traveling state is in both drive regions, while establishing the HV traveling mode when the traveling state is in the single drive region, for example. If you want to do so, establish the series mode. When the series mode is established, the hybrid control unit 82 operates the engine 12 to cause the first rotary machine MG1 to generate power, and drives the second rotary machine MG2 by the power generated by the first rotary machine MG1. MG2 torque Tmg2 is transmitted to the drive wheels 16 to allow the engine to travel in series. It should be noted that this series mode can be executed even when the electric power that can be output from the battery unit 20 is not limited, and in such a case, it can be considered that the single drive region can be further expanded.

  The hybrid control unit 82 can also establish the parallel mode when the HV traveling mode is established. When the parallel mode is established, the hybrid control unit 82 transmits the power of the first rotary machine MG1 and/or the power of the second rotary machine MG2 to the drive wheels 16 in addition to the power of the engine 12. It enables parallel running. This parallel mode is useful when the vehicle is in a traveling state in which the required drive torque is large or the vehicle speed V is high.

  The power transmission switching unit 84 controls each engagement operation (operation state) of the clutch C1, the brake B1, and the clutch CS based on the traveling mode established by the hybrid control unit 82. The power transmission switching unit 84 engages and/or releases each of the clutch C1, the brake B1, and the clutch CS so that power transmission for traveling in the traveling mode established by the hybrid control unit 82 is possible. The hydraulic pressure control command signal Sp is output to the hydraulic pressure control circuit 52.

  Here, the driving modes that can be executed by the vehicle 10 will be described with reference to FIGS. 3 and 4 to 10. FIG. 3 is a chart showing each operating state of the clutch C1, the brake B1, and the clutch CS in each traveling mode. In the diagram of FIG. 3, a circle mark indicates engagement of the engagement devices (C1, B1, CS), a blank column indicates release, and a triangle mark indicates an engine brake (emblem) for turning the engine 12 in the stopped state. (Also referred to as ), it is shown that either one is engaged. Further, "G" indicates that the rotating machine (MG1, MG2) mainly functions as a generator, and "M" causes the rotating machine (MG1, MG2) mainly to function as a motor during driving and mainly during generator. It is shown to function as. As shown in FIG. 3, the vehicle 10 can selectively realize an EV traveling mode and an HV traveling mode as traveling modes. The EV traveling mode has two modes, a single drive EV mode and a dual drive EV mode. The HV traveling mode has three modes: a series parallel mode, a parallel mode, and a series mode.

  4 to 10 are collinear charts that can relatively represent the rotation speeds of the three rotary elements RE1, RE2, RE3 in each of the first planetary gear mechanism 48 and the second planetary gear mechanism 50. In this collinear diagram, vertical lines Y1-Y3 representing the rotation speeds of the respective rotary elements in the first planetary gear mechanism 48 are sequentially connected from the left toward the paper surface, and the vertical line Y1 is selectively connected to the case 22 via the brake B1. The vertical line Y2 indicates the rotation speed of the first carrier CA1 which is the first rotation element RE1 connected to the engine 12, and the vertical line Y3 indicates the second rotation speed of the first sun gear S1 which is the second rotation element RE2. The rotation speeds of the first ring gear R1 which is the third rotation element RE3 connected to the carrier CA2 are shown. Further, vertical lines Y4 to Y6 representing the rotational speeds of the respective rotary elements in the second planetary gear mechanism 50 are sequentially from the left in the drawing, and the vertical line Y4 is the second rotary element RE2 connected to the first rotary machine MG1. The rotation speed of the second sun gear S2 is the rotation speed of the second carrier CA2, which is the first rotation element RE1 connected to the first ring gear R1, and the vertical line Y5 is the third rotation speed of the second carrier CA2. The rotation speeds of the second ring gear R2, which is the rotating element RE3, are shown.

  FIG. 4 is a nomographic chart in the single drive EV mode. The single drive EV mode is realized in a state in which all of the clutch C1, the brake B1, and the clutch CS are released, as shown in FIG. In the single drive EV mode, as shown in FIG. 4, the differential of the first planetary gear mechanism 48 is allowed by releasing the clutch C1 and the brake B1, and the transmission unit 44 is set to the neutral state. When the speed change unit 44 is set to the neutral state, the reaction force torque of the MG1 torque Tmg1 cannot be obtained by the second carrier CA2 connected to the first ring gear R1, so the differential unit 46 is set to the neutral state and the first power The transmission unit 24 is also in the neutral state. In this state, the hybrid control unit 82 stops the operation of the engine 12 and causes the second rotary machine MG2 to output the traveling MG2 torque Tmg2. When the vehicle is moving backward, the second rotary machine MG2 is rotated in the reverse direction compared to when moving forward. While the vehicle is traveling, the second ring gear R2 connected to the drive gear 28 is rotated in association with the rotation of the second rotary machine MG2 (here, the rotation of the drive wheels 16 is also the same). In the single drive EV mode, the first rotary machine MG1 may be idly run with no load, but in order to reduce drag loss and the like in the first rotary machine MG1, the hybrid control unit 82 sets the MG1 rotational speed Nmg1 to zero. maintain. For example, the hybrid control unit 82 causes the first rotating machine MG1 to function as a generator, and maintains the MG1 rotation speed Nmg1 at zero by feedback control. Alternatively, the hybrid control unit 82 executes a control (d-axis lock control) of supplying a current to the first rotary machine MG1 so that the rotation of the first rotary machine MG1 is fixed, and maintains the MG1 rotational speed Nmg1 at zero. To do. Alternatively, even if the MG1 torque Tmg1 is set to zero, it is not necessary to add the MG1 torque Tmg1 when the MG1 rotation speed Nmg1 can be maintained at zero by the cogging torque of the first rotary machine MG1. Even if the MG1 rotation speed Nmg1 is controlled to be zero, the first power transmission unit 24 is in the neutral state, so that it does not affect the driving torque.

  In the single drive EV mode, the first ring gear R1 is rotated by the second carrier CA2, but the transmission unit 44 is in the neutral state, so the engine 12 that has been stopped is not rotated and is stopped at zero rotation. To be done. Therefore, when the second rotary machine MG2 performs the regenerative control during traveling in the single drive EV mode, a large regenerative amount can be obtained. When the battery unit 20 is fully charged and regenerative energy cannot be obtained during traveling in the single drive EV mode, it is conceivable to use engine braking together. When the engine brake is also used, as shown in FIG. 3, the brake B1 or the clutch C1 is engaged (see the combined use of the single drive EV mode engine brake in FIG. 3). When the brake B1 or the clutch C1 is engaged, the engine 12 is brought into a rotating state and the engine brake is applied. By increasing the MG1 rotation speed Nmg1, it is possible to increase the engine rotation speed Ne in the entrained state of the engine 12.

  As described above, the engine rotation speed Ne can be increased by engaging the brake B1 or the clutch C1. Therefore, when the engine 12 is started from the EV traveling mode, the state in which the brake B1 or the clutch C1 is engaged is set. If necessary, the first rotating machine MG1 raises the engine rotation speed Ne to ignite. At this time, the reaction force canceling torque is additionally output to the second rotating machine MG2. When the engine 12 is started when the vehicle is stopped, even if the engine rotation speed Ne is increased by increasing the rotation of the second carrier CA2 by the first rotating machine MG1 while the brake B1 or the clutch C1 is engaged. Alternatively, the engine rotation speed Ne may be increased by engaging the brake B1 or the clutch C1 after the rotation of the second carrier CA2 is increased by the first rotating machine MG1.

  FIG. 5 is a collinear diagram in the dual drive EV mode. The both-drive EV mode (“Ne=0”) is realized with the clutch C1 and the brake B1 engaged and the clutch CS released, as shown in FIG. In the dual drive EV mode, as shown in FIG. 5, the clutch C1 and the brake B1 are engaged to restrict the differential of the first planetary gear mechanism 48, and the rotation of the first sun gear S1 is stopped. .. Therefore, the rotation of any of the rotating elements of the first planetary gear mechanism 48 is stopped. As a result, the engine 12 is stopped at zero rotation, and the rotation of the second carrier CA2 connected to the first ring gear R1 is also stopped. When the rotation of the second carrier CA2 is stopped, the reaction torque of the MG1 torque Tmg1 can be obtained by the second carrier CA2, so the MG1 torque Tmg1 is mechanically output from the second ring gear R2 and transmitted to the drive wheels 16. be able to. The hybrid control unit 82 stops the operation of the engine 12 and causes the first rotary machine MG1 and the second rotary machine MG2 to output the traveling MG1 torque Tmg1 and MG2 torque Tmg2, respectively. In the both-drive EV mode, it is also possible to reversely rotate both the first rotary machine MG1 and the second rotary machine MG2 when traveling forward and to travel backward.

  FIG. 6 is an alignment chart in the HV traveling mode in the low state in the series parallel mode (hereinafter referred to as the series parallel low mode). The series parallel low mode is realized with the clutch C1 engaged and the brake B1 and the clutch CS released as shown in FIG. In the series parallel low mode, as shown in FIG. 6, by engaging the clutch C1, the differential of the first planetary gear mechanism 48 is restricted, and the rotating elements of the first planetary gear mechanism 48 are integrally rotated. .. Therefore, the rotation of the engine 12 is transmitted at a constant speed from the first ring gear R1 to the second carrier CA2.

  FIG. 7 is a collinear chart in the series parallel mode (hereinafter referred to as the series parallel high mode) in the high state of the HV traveling mode. The series-parallel high mode is realized in a state in which the brake B1 is engaged and the clutches C1 and CS are released, as shown in FIG. In the series parallel high mode, as shown in FIG. 7, the rotation of the first sun gear S1 is stopped by engaging the brake B1. Therefore, the rotation of the engine 12 is accelerated and transmitted from the first ring gear R1 to the second carrier CA2.

  In the series-parallel mode, the clutch C1 or the brake B1 is engaged to bring the transmission unit 44 into a non-neutral state, and the first rotary machine MG1 takes charge of the reaction force to the power of the engine 12 transmitted to the second carrier CA2. As a result, a part of the engine torque Te (engine direct torque) can be mechanically output from the second ring gear R2 and transmitted to the drive wheels 16. The power transmission switching unit 84 switches the transmission unit 44 to the low gear by engaging the clutch C1, and switches the transmission unit 44 to the high gear by engaging the brake B1. The hybrid control unit 82 operates (operates) the engine 12, outputs the MG1 torque Tmg1 which is a reaction torque against the engine torque Te by the power generation of the first rotary machine MG1, and outputs the MG1 torque Tmg1 by the generated power of the first rotary machine MG1. The MG2 torque Tmg2 is output from the second rotary machine MG2. In the series-parallel mode, it is also possible to reversely rotate the second rotary machine MG2 with respect to the forward movement and to perform the backward traveling.

  The hybrid control unit 82 establishes the series-parallel high mode when the vehicle speed V is a high vehicle speed equal to or higher than a predetermined threshold value, and sets the series parallel low mode when the vehicle speed V is lower than a predetermined threshold value. Establish. Here, the MG1 rotation speed Nmg1 is set to zero, and the power of the engine 12 passes through an electric path (an electric power transmission path that is an electric path related to power transfer between the first rotary machine MG1 and the second rotary machine MG2). At a so-called mechanical point in which all are mechanically transmitted to the drive gear 28, the theoretical value (theoretical transmission efficiency) of the power transmission efficiency (output power/input power) of the differential portion 46 is maximum. It becomes "1". This mechanical point is a state in which the MG1 rotation speed Nmg1 is zero (that is, the rotation speed of the second sun gear S2 is zero) in the differential portion 46 (see the vertical line Y4-Y6) in the alignment charts of FIGS. State). In the series-parallel mode, the transmission unit 44 is switched between the high state (high gear) and the low state (low gear) to have two mechanical points. By having the series parallel mode in the high state, the mechanical point becomes the high vehicle speed side. Therefore, high-speed fuel consumption is improved.

  In the first power transmission unit 24, the transmission unit 44 and the differential unit 46 are connected in series. By changing the speed of the speed change unit 44, the gear ratio of the first power transmission unit 24 can be changed. Therefore, the hybrid control unit 82 performs a differential operation in accordance with the shift of the transmission unit 44 by the power transmission switching unit 84 so that the change of the gear ratio of the first power transmission unit 24 is suppressed during the shift of the transmission unit 44, for example. The shifting of the portion 46 is executed. For example, when the transmission unit 44 is upshifted from the low gear to the high gear, the hybrid control unit 82 simultaneously downshifts the differential unit 46. As a result, the first power transmission unit 24 is made to function as a so-called electric continuously variable transmission. Further, since the gear ratio width of the first power transmission unit 24 in which the speed change unit 44 and the differential unit 46 are connected in series becomes wide, the gear ratio in the power transmission path from the differential unit 46 to the drive wheels 16 is reduced. Can be relatively large.

  In the series parallel high mode, the rotation speed of the second carrier CA2 is increased with respect to the same engine rotation speed Ne as compared with the series parallel low mode. Therefore, in engine running in the series parallel mode, the first rotary machine MG1 is negative when the vehicle speed is high. It is possible to suppress the rotation and the negative torque power running state and the power circulation state in which electric power is supplied to the first rotating machine MG1.

  FIG. 8 is an alignment chart in the HV traveling mode in the series mode. As shown in FIG. 3, the series mode is realized in a state in which both the clutch C1 and the brake B1 are released and a state in which the clutch CS is engaged. In the series mode, as shown in FIG. 8, by releasing the clutch C1 and the brake B1, the differential of the first planetary gear mechanism 48 is allowed, and the transmission unit 44 is set to the neutral state. Therefore, the differential portion 46 is in the neutral state, and the first power transmission portion 24 is also in the neutral state. In addition, in the series mode, the engine 12 and the first rotating machine MG1 are connected by engaging the clutch CS. Therefore, by operating the engine 12, it is possible to rotationally drive the first rotating machine MG1 to generate electricity. At this time, since the first power transmission unit 24 is in the neutral state, the engine torque Te is not mechanically transmitted to the drive wheels 16. The hybrid control unit 92 operates the engine 12, causes the power of the engine 12 to generate the first rotary machine MG1, generates electric power from the first rotary machine MG1, and drives the second rotary machine MG2 to drive the second rotary machine MG2. Output MG2 torque Tmg2 for traveling. In the series mode, it is also possible to reversely rotate the second rotary machine MG2 with respect to the time of forward movement and to travel backward. While the vehicle is traveling, the second ring gear R2 connected to the drive gear 28 is rotated in association with the rotation of the drive wheels 16. Further, the second sun gear S2 is rotated in association with the engine rotation speed Ne. In the differential portion 46, the rotation of the second carrier CA2 is determined by the rotation speed of the second ring gear R2 and the rotation speed of the second sun gear S2 that are thus rotated.

  FIG. 9 is a nomographic chart in the parallel mode (hereinafter referred to as parallel low mode) in the low state of the HV traveling mode. As shown in FIG. 3, the parallel low mode is realized in a state where the clutch C1 and the clutch CS are engaged and a state where the brake B1 is released. In the parallel low mode, as shown in FIG. 9, by engaging the clutch C1, the differential of the first planetary gear mechanism 48 is restricted, and the rotating elements of the first planetary gear mechanism 48 are integrally rotated. Therefore, the rotation of the engine 12 is transmitted at a constant speed from the first ring gear R1 to the second carrier CA2. In addition, in the parallel low mode, the engine 12 and the first rotating machine MG1 are connected by engaging the clutch CS.

  FIG. 10 is a collinear chart in the parallel mode (hereinafter, referred to as parallel high mode) in the high state of the HV traveling mode. The parallel high mode is realized with the brake B1 and the clutch CS engaged and the clutch C1 released as shown in FIG. In the parallel high mode, as shown in FIG. 10, the brake B1 is engaged to stop the rotation of the first sun gear S1. Therefore, the rotation of the engine 12 is accelerated and transmitted from the first ring gear R1 to the second carrier CA2. In addition, in the parallel high mode, the engine CS and the first rotating machine MG1 are connected by engaging the clutch CS.

  In the parallel mode, the gear ratio of the transmission unit 44 is fixed by engaging the clutch C1 or the brake B1 in addition to connecting the engine 12 and the first rotating machine MG1 by engaging the clutch CS. 1 The gear ratio of the power transmission unit 24 (that is, the entire gear ratio of the transmission unit 44 and the differential unit 46) is fixed (hereinafter, the parallel mode may be referred to as the parallel stepped mode). In parallel travel, the engine speed Ne is uniquely determined with respect to the vehicle speed V (output rotation speed Nout), and the vehicle is in a stepped travel state (hereinafter, parallel travel may be referred to as parallel stepped travel). In this parallel mode, it is possible to mechanically transfer the power of any of the engine 12, the first rotary machine MG1, and the second rotary machine MG2 to the drive wheels 16. For example, during single drive in the parallel mode, in addition to the power of the engine 12, the power of the second rotary machine MG2 is transmitted to the drive wheels 16 to travel. During both parallel mode driving, in addition to the power of the engine 12, the power of the first rotary machine MG1 and the power of the second rotary machine MG2 are transmitted to the drive wheels 16 to run. The hybrid control unit 82 operates the engine 12 and causes the first rotary machine MG1 to output the MG1 torque Tmg1 and the second rotary machine MG2 to output the MG2 torque Tmg2. In the parallel mode, the hybrid control unit 82 outputs a command to the power transmission switching unit 84 so that the transmission unit 44 is in the non-neutral state and the clutch CS is in the engaged state, and the hybrid transmission unit 84 drives the engine 12 to run in parallel. Carry out a run. The power transmission switching unit 84 brings the transmission unit 44 into a non-neutral state by engaging the clutch C1 or the brake B1.

  The operating states of the engagement devices (C1, B1, CS) in the parallel mode are the same as those in the dual drive EV mode (“Ne free”) shown in FIG. That is, the alignment charts of FIGS. 9 and 10 are alignment charts of the dual drive EV mode (“Ne free”) when the operation of the engine 12 is stopped. The dual drive EV mode (“Ne free”) transmits the power of the first rotary machine MG1 and the power of the second rotary machine MG2 to the drive wheels 16 similarly to the dual drive EV mode (“Ne=0”). It is possible to drive. However, in the dual drive EV mode (“Ne free”), the engine rotational speed Ne is uniquely determined according to the vehicle speed V during traveling, and therefore the engine rotational speed Ne cannot be zero. Different from EV mode (“Ne=0”).

  In the power transmission device 14, a mechanical oil pump (FIG. 8) for switching operating states of the clutch C1, the brake B1, and the clutch CS, and supplying operating oil (oil) used for lubrication of each part and cooling of each part. MOP) is connected to the second carrier CA2 and is driven according to the rotation of the second carrier CA2. Therefore, oil required for lubrication and the like can be supplied from the oil pump during series traveling in the HV traveling mode. When the rotation of the second carrier CA2 is stopped as in the dual drive EV mode, oil is supplied by an electric oil pump (not shown).

  By the way, when the EV running in which one of the clutch C1 and the brake B1 is engaged is switched to the engine running in which the engaged device in the engaged state is changed to the released state. In addition to the start of the engine 12, control for changing the engaged device in the engaged state to the released state is required. Then, since the switching control from the EV running to the engine running becomes complicated, there is a possibility that the start of the engine 12 is delayed and the output response (driving force response) is deteriorated.

  Therefore, the electronic control unit 80 drives the second rotary machine MG2 in a state in which one of the clutch C1 and the brake B1 is in the engaged state and the operation of the engine 12 is stopped, and the EV is traveling. When switching from running [A] to engine running [B] in which the engine 12 is driven with the one engagement device being released, the engine is left in the engaged state. 12 is performed, and then the one engagement device is released.

  The electronic control unit 80 implements the control when switching from the EV travel [A] to the engine travel [B] described above, and in order to realize the control, a switching determination unit or switching determination unit 86 and a traveling state switching control unit or traveling state switching control. The unit 88 is further provided.

  The switching determination unit 86 determines whether to switch to engine running [B] during EV running [A]. Specifically, the switching determination unit 86 determines whether or not EV running [A] is being performed, and when it is determined that EV running [A] is being performed, switching to engine running [B] is performed. It is determined whether to execute (that is, whether switching to engine running [B] has occurred).

  The EV traveling [A] is, for example, traveling in the single-drive EV mode combined with the engine (hereinafter referred to as the single-drive EV combined mode), and is in the single-drive EV combined mode with the clutch C1 engaged. (Hereinafter referred to as single-drive EV traveling (C1 engagement)) or traveling in the single-drive EV embrace combined mode with the brake B1 engaged (hereinafter referred to as single-drive EV traveling (B1 engagement)). is there. Further, the engine running [B] is, for example, when the EV running [A] is the single drive EV running (C1 engagement), running in series parallel high mode, running in parallel high mode, or series running. It is running. Further, the engine running [B] is, for example, when the EV running [A] is a single drive EV running (B1 engagement), running in series parallel low mode, running in parallel low mode, or series running. It is running.

  When the traveling state switching control unit 88 determines that the switching determination unit 86 executes switching to engine traveling [B] during EV traveling [A] (that is, switching to engine traveling [B] has occurred). Shows that the engine 12 is started by the first rotary machine MG1 with one of the clutch C1 and the brake B1 engaged in the EV traveling [A] being engaged. Is output to the hybrid control unit 82, and then a command to open one of the engagement devices is output to the power transmission switching unit 84. The specific control when switching from EV running [A] to engine running [B] according to the running mode of engine running [B] will be described below.

  When the engine running [B] is parallel running, the parallel running in the stepwise running state is performed from the engaged state of one of the engagement devices of the clutch C1 and the brake B1 and the released state of the other engagement device. When one of the engagement devices is switched to the disengaged state and the other engagement device is switched to the engaged state (that is, the gear stage of the transmission unit 44 is switched), or when the engine 12 is started, a shock associated therewith is directly generated. Is easily transmitted to the drive wheels 16. On the other hand, when the switching determination unit 86 determines to switch to parallel traveling during EV traveling [A], the traveling state switching control unit 88 shifts the gear position of the transmission unit 44. The switching and the starting of the engine 12 are executed, and then the clutch CS is brought into the engaged state. With this configuration, switching of the gear stage of the transmission unit 44 and starting of the engine 12 are executed in the released state of the clutch CS. Therefore, a shock accompanying the switching of the gear stage of the transmission unit 44 or the start of the engine 12 is performed. The shock due to is easily suppressed (absorbed) by the differential portion 46 that is brought into the differential state by releasing the clutch CS.

  Further, when the engine running [B] is parallel running, the running state switching control unit 88, when engaging the clutch CS, changes the clutch rotational speed Ne before and after the engagement of the clutch CS so that the change in the engine rotational speed Ne is suppressed. Controlling the engine rotation speed Ne by the first rotary machine MG1 so that the engine rotation speed Ne after the clutch CS is engaged (for example, fixed gear ratio in parallel mode×output rotation speed Nout) in the released state of CS. Is preferred.

  When the engine running [B] is parallel running or series parallel running, switching of the gear position of the transmission unit 44 and starting of the engine 12 are executed. When the start of the engine 12 is executed with priority, when the gear stage of the transmission unit 44 is switched while the engine 12 is operating, the clutch C1 and/or the brake when the gear stage of the transmission unit 44 is switched. The engine rotation speed Ne fluctuates due to variations in the command values of the torque capacities of B1 and the like, and shock is likely to occur. On the other hand, if the gear stage of the transmission unit 44 is switched while the engine 12 is stopped rotating, the shock is unlikely to occur. Therefore, the electronic control unit 80 responds to the acceleration request to give priority to which of the starting control of the engine 12 and the control of switching the operating states of the clutch C1 and the brake B1 (that is, the control of switching the gear stage of the transmission unit 44). Switch. As a result, it becomes possible to appropriately suppress the decrease in driving force responsiveness and the occurrence of shock.

  Specifically, the switching determination unit 86 determines whether the acceleration request Δθ for the vehicle 10 is larger than the predetermined value A. The switching determination unit 86, for example, sets the actual accelerator opening θacc in a predetermined relationship (map) such that the acceleration request Δθ is increased as the accelerator pedal depression speed (that is, the increasing speed of the accelerator opening θacc) increases. The acceleration demand Δθ is calculated by applying the increasing speed. The predetermined value A is, for example, a predetermined threshold value for determining that the acceleration request Δθ is such that it is necessary to give priority to starting the engine 12 over suppressing shock. Alternatively, the switching determination unit 86 determines whether or not the acceleration request Δθ is larger than the predetermined value A by determining, for example, whether or not the sports mode, which is a control mode for facilitating acceleration as compared with the normal mode, is selected. You may judge whether.

  When the switching determination unit 86 determines that the acceleration request Δθ is larger than the predetermined value A, the traveling state switching control unit 88 starts the engine 12 while maintaining the operating states of the clutch C1 and the brake B1. Is executed, and then the gear stage of the transmission unit 44 is switched. In this gear shift, the operating states of the clutch C1 and the brake B1 are switched by, for example, a known clutch-to-clutch shift so that the engine speed Ne is prevented from rising or falling. On the other hand, when the switching determination unit 86 determines that the acceleration request Δθ is less than or equal to the predetermined value A, the traveling state switching control unit 88 switches the gear position of the transmission unit 44 and then starts the engine 12. Run. As described above, when the acceleration request Δθ is relatively large, a shock is likely to occur, but it is possible to suppress a decrease in driving force responsiveness, and it is possible to change the operating state of the engagement device (the clutch C1 and the brake B1). Also performs sequence control (hereinafter, referred to as engine start priority sequence control) that prioritizes starting of the engine 12. On the other hand, when the acceleration demand Δθ is relatively small, it is considered that the demand for the driving force responsiveness is not high, so that shock is unlikely to occur, and the switching of the operating state of the engagement device has priority over the starting of the engine 12. Sequence control (hereinafter referred to as shock reduction priority sequence control or clutch switching priority sequence control) is performed. As a result, the engine start priority sequence control in which a shock is likely to occur is executed only when the driving force responsiveness is high, so that it is possible to prevent the ride comfort of the vehicle 10 from unintentionally deteriorating. Since the clutch switching priority sequence control here is switching of the engagement device involved in the shifting of the transmission unit 44, it is also referred to as shift clutch switching priority sequence control in particular.

  When the engine traveling [B] is the series traveling, the traveling state switching control unit 88 determines that the switching determination unit 86 performs the switching to the series traveling during the EV traveling [A], and the clutch C1. Of the clutch C1 and the brake B1 which are engaged in the EV traveling [A] after the engine 12 is started with the operating states of the brake B1, the brake B1 and the clutch CS maintained. One of the engaging devices is released and the clutch CS is engaged. With this configuration, when the EV traveling [A] is switched to the series traveling, the engine 12 can be quickly started, and the reduction in the driving force responsiveness can be suppressed. Further, since the engine 12 is started in the state where the differential portion 46 is in the differential state, the shock associated with the engine start is easily suppressed.

  Further, when the engine travel [B] is a series travel, the clutch C1 and the brake B1 which are engaged in the EV travel [A] are switched to the released state and the clutch is engaged. Switching of the CS to the engaged state and starting of the engine 12 are executed. When the engine 12 is preferentially started, when the engine 12 is operated and the one engagement device is switched to the released state and the clutch CS is switched to the engaged state, The engine rotation speed Ne fluctuates due to variations in the command values of the torque capacities of the one engagement device and/or the clutch CS at the time of switching, and a shock is likely to occur. On the other hand, if the one engagement device is switched to the disengaged state and the clutch CS is switched to the engaged state while the engine 12 is stopped rotating, the shock is unlikely to occur. Therefore, the electronic control unit 80 switches which of the starting control of the engine 12 and the switching control of the operating state of the one engagement device and the clutch CS is given priority in accordance with the acceleration request. As a result, it becomes possible to appropriately suppress the decrease in driving force responsiveness and the occurrence of shock.

  Specifically, when the switching determination unit 86 determines that the acceleration request Δθ is larger than the predetermined value A, the traveling state switching control unit 88 operates each of the operating states of the clutch C1, the brake B1, and the clutch CS. The engine 12 is started while maintaining the above condition, and thereafter, one of the clutch C1 and the brake B1 that is engaged in the EV running [A] is released, and The clutch CS is put in the engaged state. In this switching of the engagement device, the operating state of the engagement device is switched so as to suppress the engine speed Ne from rising or falling, for example, as in the known clutch-to-clutch shift. On the other hand, when the switching determination unit 86 determines that the acceleration request Δθ is less than or equal to the predetermined value A, the traveling state switching control unit 88 sets the one engagement device in the released state and engages the clutch CS. After that, the engine 12 is started. As described above, when the acceleration request Δθ is relatively large, a shock is likely to occur, but the deterioration of the driving force responsiveness can be suppressed, and the operation of the engagement device (the one engagement device and the clutch CS). The engine start priority sequence control that prioritizes the start of the engine 12 over the state switching is performed. On the other hand, when the acceleration demand Δθ is relatively small, it is considered that the demand for the driving force responsiveness is not high, so that shock is unlikely to occur, and the switching of the operating state of the engagement device has priority over the starting of the engine 12. Execute clutch switching priority sequence control (shock reduction priority sequence control). As a result, the engine start priority sequence control in which a shock is likely to occur is executed only when the driving force responsiveness is high, so that it is possible to prevent the ride comfort of the vehicle 10 from unintentionally deteriorating.

  FIG. 11 shows that the main part of the control operation of the electronic control unit 80, that is, the engine 12 can be started quickly when the EV traveling [A] is switched to the engine traveling [B], and the deterioration of the driving force responsiveness is suppressed. 6 is a flowchart illustrating a control operation for the purpose of, for example, repeatedly executed during traveling. In FIG. 11, the control operation of the present embodiment will be described by exemplifying single drive EV traveling (B1 engagement) as EV traveling [A]. 12, FIG. 13, FIG. 14, and FIG. 15 are diagrams each showing an example of a time chart when the control operation shown in the flowchart of FIG. 11 is executed. FIG. 12 is a diagram showing an example of a case where the acceleration request Δθ is relatively large when switching to traveling in the parallel low mode occurs. FIG. 13 is a diagram showing an example of a case where the acceleration request Δθ is relatively small when switching to traveling in the parallel low mode occurs. FIG. 14 is a diagram showing an example of a case where the acceleration request Δθ is relatively large when switching to series running occurs. FIG. 15 is a diagram showing an example of a case where the acceleration request Δθ is relatively small when switching to series running occurs.

  In FIG. 11, first, in step (hereinafter, step is omitted) S10 corresponding to the function of the switching determination unit 86, it is determined whether or not the single drive EV traveling (B1 engagement) is being performed. If the determination in S10 is negative, this routine is ended. If the determination in S10 is affirmative, in S20 corresponding to the function of the switching determination unit 86, whether or not switching to traveling in the parallel low mode (also referred to as parallel stepped low mode) should be executed (that is, the parallel presence is present). It is determined whether or not switching to running in the step low mode has occurred. When the determination in S20 is affirmative, in S30 corresponding to the function of the switching determination unit 86, it is determined whether or not the acceleration request Δθ is larger than the predetermined value A. If the determination in S30 is affirmative, in S40 corresponding to the function of the traveling state switching control unit 88, the engine start priority sequence control is executed and the engine 12 is started. Specifically, the engine 12 is quickly started while the engagement state of the brake B1 is maintained, and thereafter, the clutch C1 is engaged while the brake B1 is released, and the clutch CS is finally engaged. (See Figure 12). On the other hand, if the determination in S30 is negative, the shift clutch switching priority sequence control (shock reduction priority sequence control) is executed and the engine 12 is started in S50 corresponding to the function of the traveling state switching control unit 88. .. Specifically, first, the clutch C1 is engaged while the brake B1 is released, then the engine 12 is started, and finally the clutch CS is engaged (see FIG. 13).

  If the determination in S20 is negative, in S60 corresponding to the function of the switching determination unit 86, switching to running in the series mode (also referred to as series continuously variable mode) or series parallel low mode (series parallel continuously variable low mode) ) It is determined whether or not a switch to traveling has occurred. If the determination in S60 is negative, this routine is ended. If the determination in S60 is affirmative, in S70 corresponding to the function of the switching determination unit 86, it is determined whether the acceleration request Δθ is larger than the predetermined value A. If the determination in S70 is affirmative, in S80 corresponding to the function of the traveling state switching control unit 88, the engine start priority sequence control is executed and the engine 12 is started. Specifically, the engine 12 is quickly started with the engagement state of the brake B1 maintained. When switching to the series continuously variable mode, the clutch CS is engaged while the brake B1 is released after the start of the engine 12 is completed (see FIG. 14). When switching to the series parallel continuously low mode, after the start of the engine 12 is completed, the clutch C1 is engaged while the brake B1 is released (control in which the clutch CS and the clutch C1 are replaced in FIG. 14). On the other hand, if the determination in S70 is negative, the clutch switching priority sequence control (shock reduction priority sequence control) is executed and the engine 12 is started in S90 corresponding to the function of the traveling state switching control unit 88. Specifically, when switching to the series continuously variable mode, first, the brake B1 is released and the clutch CS is engaged, and then the engine 12 is started (see FIG. 15). When switching to the series parallel continuously variable low mode, first, the clutch C1 is engaged while the brake B1 is released, and then the engine 12 is started (control in which the clutch CS and the clutch C1 are replaced in FIG. 15). ).

  FIG. 12 shows a case where the switching to the parallel stepped low mode occurs during the single drive EV traveling (B1 engagement), and the acceleration request Δθ is larger than the predetermined value A. Therefore, in FIG. 12, engine start priority sequence control is executed. Specifically, during single-drive EV traveling (engagement of B1), the accelerator opening θacc starts to increase (see time t1), and thereafter, when it is judged that the accelerator is depressed (that is, the parallel stepped low mode is switched to). Is determined), first, the engine 12 is started with the engagement state of the brake B1 maintained (see time t2). When the engine 12 is started, the rotation speed of the second sun gear S2 of the differential portion 46 is increased by the first rotating machine MG1 and the engine rotation speed Ne is increased (see t2 time point-t3 time point). Then, when the engine rotation speed Ne rises, the engine 12 is ignited (see time t3). After that, while the brake B1 is released (time point t4−time point t5), the shift of the speed change unit 44 is advanced so that the clutch C1 is engaged (time point t4−time point t6). After the shifting of the shifting unit 44 is completed (see time t6), the clutch CS is engaged (see time t6-time t7), and the parallel stepped low mode is switched (see time t7 and thereafter).

  FIG. 13 shows a case where switching to the parallel stepped low mode occurs during single drive EV traveling (B1 engagement), and the acceleration request Δθ is equal to or less than the predetermined value A. Therefore, in FIG. 13, the shock reduction priority sequence control is executed. Specifically, during single-drive EV traveling (engagement of B1), the accelerator opening θacc starts to increase (see time t1), and thereafter, when it is judged that the accelerator is depressed (that is, the parallel stepped low mode is switched to). Is determined), first, the gear shift of the gear shift unit 44 is started (see time t2). In this shift, the shift of the shift unit 44 is advanced so that the brake B1 is released (time point t2-time point t3) and the clutch C1 is engaged (time point t2-time point t4). After that, the start of the engine 12 is started (see time t5). When the engine 12 is started, the rotation speed of the second sun gear S2 of the differential portion 46 is increased by the first rotary machine MG1 and the engine rotation speed Ne is increased (see time points t5 to t6). Then, when the engine rotation speed Ne increases, the engine 12 is ignited (see time t6). After the start of the engine 12 is completed, the clutch CS is engaged (see time point t7-time point t8), and the mode is switched to the parallel stepped low mode (see time point after t8).

  FIG. 14 shows a case where the series continuously variable mode is switched during the single drive EV traveling (B1 engagement), and the acceleration request Δθ is larger than the predetermined value A. Therefore, in FIG. 14, engine start priority sequence control is executed. Specifically, during single-drive EV running (engagement of B1), the accelerator opening θacc starts to increase (see time t1), and then, when it is judged that the accelerator is being depressed (that is, the series continuously variable mode is switched to. If determined), first, the engine 12 is started while the engagement state of the brake B1 is maintained (see time t2). When the engine 12 is started, the rotation speed of the second sun gear S2 of the differential portion 46 is increased by the first rotating machine MG1 and the engine rotation speed Ne is increased (see t2 time point-t3 time point). Then, when the engine rotation speed Ne rises, the engine 12 is ignited (see time t3). Thereafter, while the brake B1 is released (see time point t4 to time point t5), the switching of the operating state of the engagement device is advanced so that the clutch CS is engaged (see time point t4 to time point t6). After the engagement of the clutch CS is completed, the mode is switched to the series continuously variable mode (see after time t6). When the single-drive EV traveling (B1 engagement) is switched to the series parallel continuously low mode, the clutch C1 is engaged instead of engaging the clutch CS.

  FIG. 15 shows a case where the series continuously variable mode is switched during the single drive EV traveling (B1 engagement), and the acceleration request Δθ is equal to or less than the predetermined value A. Therefore, in FIG. 15, the shock reduction priority sequence control is executed. Specifically, during single-drive EV running (engagement of B1), the accelerator opening θacc starts to increase (see time t1), and then, when it is judged that the accelerator is being depressed (that is, the series continuously variable mode is switched to. If determined), first, switching of the operating state of the engagement device is started (see time t2). In this switching of the operating state of the engagement device, the operating state of the engagement device is changed so that the clutch CS is engaged (see time point t2 to time point t4) while the brake B1 is released (see time point t2 to time point t3). Switching is advanced. After that, the start of the engine 12 is started (see time t5). When the engine 12 is started, the rotation speed of the second sun gear S2 of the differential portion 46 is increased by the first rotary machine MG1 and the engine rotation speed Ne is increased (see time points t5 to t6). Then, when the engine rotation speed Ne increases, the engine 12 is ignited (see time t6). After the start of the engine 12 is completed, the mode is switched to the series continuously variable mode (see after time t6). When the single-drive EV traveling (B1 engagement) is switched to the series parallel continuously low mode, the clutch C1 is engaged instead of engaging the clutch CS.

  As described above, according to the present embodiment, from the EV traveling [A] in which one of the engagement devices of the clutch C1 and the brake B1 provided in the transmission unit 44 is in the engaged state, When switching to the engine running [B] in which the engagement device is released, the engine 12 is started with one of the engagement devices in the engaged state, and then the one of the engagement devices is engaged. Since the device is switched to the released state, it is possible to quickly start the engine 12 when the EV traveling [A] is switched to the engine traveling [B], and it is possible to suppress deterioration in driving force responsiveness. ..

  Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other aspects.

  For example, in the flowchart of FIG. 11 in the above-described embodiment, the single drive EV travel (B1 engagement) is illustrated as the EV travel [A], and the embodiment of the embodiment has been described. This EV traveling [A] includes, for example, single drive EV traveling (C1 engagement) as described above. Therefore, S10, S20, S60, etc. in the flowchart of FIG. 11 may be changed as appropriate according to which EV traveling [A]. For example, when it is determined in S10 of FIG. 11 whether or not the single drive EV traveling (C1 engagement) is being performed, in S20 of FIG. 11, the traveling in the parallel high mode (also referred to as the parallel stepped high mode) is started. Is determined (that is, whether or not switching to the parallel stepped high mode has occurred), and in S60 of FIG. 11, switching to the series continuously variable mode is performed. Alternatively, it is determined whether or not switching to running in the series parallel high mode (series parallel continuously high mode) has occurred. In this case, in the engine start priority sequence control executed in S40 of FIG. 11, the engine 12 is quickly started with the engagement state of the clutch C1 being maintained, and then the brake B1 is released while the clutch C1 is released. The clutch CS is engaged and finally the clutch CS is engaged. In the shift clutch switching priority sequence control (shock reduction priority sequence control) executed in S50 of FIG. 11, first, the clutch B1 is released and the brake B1 is engaged, and then the engine 12 is started. Finally, the clutch CS is engaged. Further, in the engine start priority sequence control executed in S80 of FIG. 11, the engine 12 is quickly started with the engagement state of the clutch C1 maintained. When switching to the series continuously variable mode, after the engine 12 is completely started, the clutch C1 is released and the clutch CS is engaged. When switching to the series-parallel continuously high mode, after the start of the engine 12 is completed, the clutch C1 is released and the brake B1 is engaged. Further, in the clutch switching priority sequence control (shock reduction priority sequence control) executed in S90 of FIG. 11, when switching to the series continuously variable mode, first, the clutch C1 is released and the clutch CS is engaged, and thereafter, The engine 12 is started. When switching to the series-parallel continuously high mode, first, the clutch C1 is released and the brake B1 is engaged, and then the engine 12 is started. In this way, each step of the flowchart of FIG. 11 can be modified appropriately.

  Further, in the above-described embodiment, the EV traveling [A] is the second rotary machine MG2 in the engaged state of one of the engagement devices of the clutch C1 and the brake B1 and the state in which the operation of the engine 12 is stopped. The present invention is applied to the case of EV traveling in which the vehicle is driven and the EV traveling [A] is switched to the engine traveling [B], but the invention is not limited to this mode. For example, in EV traveling in the both-drive EV mode (“Ne=0”), which is realized with the clutch C1 and the brake B1 engaged and the clutch CS released, of the clutch C1 and the brake B1. If either one of the engaging devices is released, it becomes the same as EV running [A]. Therefore, if switching to the engine drive [B] occurs while traveling in the dual drive EV mode (“Ne=0”), the drive in the dual drive EV mode (“Ne=0”) is temporarily changed to EV travel. If the setting is [A], the present invention can be applied to the case where the traveling in the both-drive EV mode (“Ne=0”) is switched to the engine traveling [B]. Such a concept is realized in a state in which either one of the clutch C1 and the brake B1 is engaged, and the state in which the clutch CS is engaged, both-drive EV mode (“Ne-free”). Since it can also be applied to driving in the EV mode, when the engine drive [B] is switched while traveling in the dual drive EV mode (“Ne free”), the clutch CS is released to temporarily drive the EV. If [A] is set, the present invention can be applied to the case of switching from traveling in the both-drive EV mode (“Ne free”) to engine traveling [B].

  Further, in the above-described embodiment, the differential portion 46 includes the clutch CS, but the present invention is not limited to this mode. For example, for the series parallel mode (series parallel stepless mode) of the single-drive EV embrace combined mode that realizes EV running [A] and the HV running mode that realizes engine running [B], the differential unit 46 It can be established even without the clutch CS. Therefore, in the case of switching from EV traveling [A] to traveling in the series parallel mode, the present invention can be applied to the configuration of the differential portion 46 not including the clutch CS and the transmission portion 44.

  Further, in the above-described embodiment, the vehicle 10 is a gear train having a connection relationship such that the second rotary machine MG2 is arranged on an axis different from the axis of the first power transmission unit 24. A gear train having a connection relationship in which the second rotary machine MG2 is arranged on the same axis as the axis of the first power transmission unit 24 may be used. In the first place, the present invention can be applied to any vehicle including the engine 12, the speed change unit 44, the differential unit 46, and the second rotating machine MG2 connected to the drive wheels 16 so as to be capable of transmitting power. . Further, although the invention has been described using the power transmission device 14 that is preferably used for the FF type vehicle 10, the present invention may be appropriately applied to a power transmission device used for other types of vehicles such as the RR system. You can

  The above description is merely one embodiment, and the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

10: vehicle 12: engine 16: drive wheel 44: transmission unit CA1: first carrier (input rotating member of transmission unit)
R1: 1st ring gear (output rotating member of transmission)
46: Differential unit 50: Second planetary gear mechanism (differential mechanism)
CA2: Second carrier (first rotating element of differential mechanism)
S2: Second sun gear (second rotating element of differential mechanism)
R2: Second ring gear (third rotating element of differential mechanism)
80: Electronic control device (control device)
86: Switching determination unit 88: Running state switching control unit C1: Clutch (first engagement device)
B1: Brake (second engagement device)
MG1: First rotating machine MG2: Second rotating machine

Claims (1)

A transmission unit for transmitting power to the engine to an input rotating member, a first rotating element connected to an output rotating member of the transmission unit, and a second rotating element for transmitting power to the first rotating machine. A differential unit having a differential mechanism having a third rotating element connected to drive wheels, and controlling the operating state of the first rotating machine to control the differential state of the differential mechanism; A control device for a vehicle including a second rotating machine connected to the drive wheels in a power-transmittable manner,
The vehicle includes a first engagement device that forms a first gear stage of the transmission unit by engagement, a second engagement device that forms a second gear stage of the transmission unit by engagement, and the engine. And a third engagement device for connecting the first rotating machine to each other,
A motor that drives the second rotating machine to travel while the engagement device of either one of the first engagement device and the second engagement device is engaged and the operation of the engine is stopped. During traveling, a switching determination unit that determines whether or not to perform switching to engine traveling in which the engine is driven in a released state of the one engagement device,
When it is determined that the switching to the engine running is to be performed, the engine is started with the one engagement device left in the engaged state, and then the one engagement device is placed in the released state. And a running state switching control unit to
The motor running is performed by engaging one of the first engaging device and the second engaging device, releasing the other engaging device, and releasing the third engaging device. A motor running in which the second rotating machine is driven in a state where the engine is stopped.
The engine running is parallel running in which the engine is run with the one engagement device being released, the other engagement device being engaged, and the third engagement device being engaged, and At least one of series running in which the engine is driven while the engagement devices of both the first engagement device and the second engagement device are released and the engagement device of the third engagement device is engaged. Including engine running,
When the engine traveling includes the parallel traveling, the traveling state switching control unit keeps the one engagement device in the engaged state when it is determined that the switching to the parallel traveling is executed. in after executing the starting of the engine, perform the switching example of the engagement state of the switching and the other engagement device of the the released state of one of the engagement device, then the third engaging device In the engaged state, or when the engine running includes the series running, the running state switching control unit, when it is determined to perform the switching to the series running, the The engine is started while the operating states of the first engagement device, the second engagement device, and the third engagement device are maintained, and then the one engagement device is released. Also, the vehicle control device is characterized in that the third engagement device is brought into an engaged state.

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