JP7021005B2 - Hybrid vehicle - Google Patents

Description

The present invention relates to a hybrid vehicle provided with a differential mechanism in which an engine and a rotary machine are connected.

A differential mechanism that divides the engine, a first rotary machine, and a transmission member for transmitting power to the first rotary machine and drive wheels, and a second rotation connected to the transmission member. A hybrid vehicle equipped with a machine and a parking lock mechanism for switching between a parking lock state in which a rotating member rotating with the drive wheel is fixed so as not to rotate and a non-parking lock state in which the rotating member is rotatable is well known. Has been done. For example, the hybrid vehicle described in Patent Document 1 is that. In Patent Document 1, a fluctuation in the rotation speed of the second rotary machine is detected, the second rotary machine is controlled so as to suppress the fluctuation, and a torque having a phase opposite to the fluctuation is output from the second motor. It is disclosed that the vibration suppression control that suppresses the vehicle vibration is performed by doing so. Further, Patent Document 1 discloses that the vibration damping control is prohibited according to the shift position, specifically, the vibration damping control is prohibited when the shift position is the neutral operation position. ..

Japanese Unexamined Patent Publication No. 2013-35434

By the way, when the parking lock state is released by switching the shift position from the parking operation position to the non-parking operation position, that is, when the gears in the parking lock mechanism are actually disengaged, for example, in the parking operation position. In order to suppress the rattling noise at the meshing part of the gear in the power transmission path due to the fluctuation of the engine rotation speed, the torque that closes the backlash between the tooth surfaces of each other at the meshing part, that is, the mutual at the meshing part. When the pressing torque that presses one of the tooth surfaces against the other is output from the second rotary machine, this pressing torque is steeply transmitted to the power transmission path behind the parking lock mechanism, causing vehicle vibration. It can occur. In response to such a phenomenon, in preparation for switching from the parking operation position to the non-parking operation position, by executing the vibration damping control while in the parking operation position, the parking lock state is released. It is conceivable to suppress vehicle vibration. However, for example, in a gear meshing portion that is not included in the power transmission path to which the pressing torque is transmitted, a rattling noise may be generated due to the vibration damping control being executed at the parking operation position. There is sex.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to execute vibration damping control capable of suppressing vehicle vibration when the parking lock state is released. The purpose is to provide a hybrid vehicle that can suppress the generation of rattling noise as much as possible.

The gist of the first invention is (a) the difference between the engine, the first rotary machine, and the transmission member for transmitting the power of the engine to the first rotary machine and the drive wheels. A dynamic mechanism, a second rotating machine connected to the transmission member, a parking lock state in which the rotating member rotating together with the drive wheel is fixed so as not to rotate, and a non-parking lock state in which the rotating member is rotatable. A parking lock mechanism that switches between the two, and a vehicle that detects fluctuations in the rotational speed of the second rotary machine and outputs torque that is in the opposite phase to the fluctuations from the second rotary machine so as to suppress the fluctuations. It is a hybrid vehicle provided with a control device that executes vibration suppression control that suppresses vibration, and (b) the control device selects the parking lock state by the operation position of the shift operation member operated by the driver. While the vibration suppression control is prohibited when the vehicle is in the parking operation position for the purpose, the parking lock is performed when the shift operation from the parking operation position to the non-parking operation position for selecting the non-parking lock state is performed. The parking lock release notice state in which the parking lock mechanism will be in the parking lock release complete state before the time when the mechanism is in the parking lock release complete state in which the switching from the parking lock state to the non-parking lock state is completed. The purpose is to start the vibration suppression control from the time when it is detected that the parking lock mechanism is in the parking lock release notice state.

Further, in the second invention, in the hybrid vehicle according to the first invention, the control device transmits the power of the second rotary machine when the operation position of the shift operation member is in the parking operation position. By controlling the second rotary machine to output a pressing torque that presses one of the tooth surfaces against the other at the meshing portion of the gear in the possible power transmission path, the rotational speed of the engine is increased. The purpose is to suppress the rattling noise caused by the fluctuation.

Further, in the third invention, in the hybrid vehicle according to the first invention or the second invention, the parking detection range for detecting the parking operation position and the non-parking detection range for detecting the non-parking operation position are defined. Provided with an operation position sensor having an operation position sensor whose position during the operation transition of the shift operation member is outside the parking detection range at a position closer to the parking operation position than the position where the parking lock mechanism is in the parking lock release completed state. The control device detects that the position of the shift operation member during the operation transition has changed from the parking detection range to the outside of the parking detection range by the operation position sensor, so that the parking lock mechanism can be used. The purpose is to detect that the parking lock release notice state is reached.

Further, in the fourth invention, in the hybrid vehicle according to the first invention or the second invention, the parking lock mechanism is driven by a command of the control device according to the operation position of the shift operation member. It is operated by an actuator, and the control device drives the actuator when a shift operation from the parking operation position to the non-parking operation position is performed to move the parking lock mechanism from the parking lock state. The parking lock mechanism is switched to the non-parking lock state, and when it is detected that the state of the actuator is a position predetermined by a predetermined amount before the position where the parking lock release complete state is set. Is to detect that the parking lock release notice state.

Further, the fifth invention includes an operation load sensor for detecting an operation load when the shift operation member is operated in the hybrid vehicle according to the first invention or the second invention, and the control thereof. The device indicates that the parking lock mechanism is in the parking lock release notice state when a predetermined operating load indicating a shift operation from the parking operation position to the non-parking operation position is detected by the operation load sensor. It is to detect.

According to the first invention, when the shift operation from the parking operation position to the non-parking operation position is performed, the parking lock release notice state is before the time when the parking lock mechanism is in the parking lock release complete state. From the time when the parking lock release notice state is detected , the torque that is in the opposite phase to the fluctuation is output from the second rotating machine so as to suppress the fluctuation of the rotation speed of the second rotating machine. Since the vibration damping control for suppressing the vehicle vibration is started by the vibration, the vibration damping control is not executed as much as possible when the operation position of the shift operation member is the parking operation position. Further, for example, if the pressing torque is output when the operation position of the shift operation member is the parking operation position, vehicle vibration may occur when the parking lock mechanism is in the parking lock release complete state. On the other hand, since the vibration damping control is started before the time when the parking lock mechanism is in the parking lock release complete state, such vehicle vibration can be suppressed by the vibration damping control. Therefore, it is possible to suppress the generation of rattling noise associated with the execution of vibration damping control that can suppress the vehicle vibration when the parking lock state is released.

Further, according to the second invention, when the operation position of the shift operation member is in the parking operation position, the second rotary machine is controlled so as to output the pressing torque, so that the rotation speed of the engine fluctuates. The resulting rattling noise can be adequately suppressed. In addition, due to the vibration damping control that is started before the parking lock release complete state, there is a possibility that it will be generated by the pressing torque when the parking lock mechanism is in the parking lock release complete state. A certain vehicle vibration is suppressed. Therefore, when the operation position of the shift operation member is in the parking operation position, the generation of rattling noise due to the execution of vibration damping control is suppressed as much as possible, and the vehicle vibration when the parking lock state is released is suppressed. can do.

Further, according to the third aspect of the invention, the operation position sensor detects that the position of the shift operation member during the operation transition is out of the parking detection range from the parking detection range, so that the parking lock release notice state is set. Since it is detected, it is possible to appropriately detect the parking lock release notice state before the parking lock release completion state is reached by the parking lock mechanism.

Further, according to the fourth invention, in the hybrid vehicle provided with the parking lock mechanism operated by the actuator driven by the command of the control device according to the operation position of the shift operation member, the state of the actuator is the parking lock mechanism. Since it is detected that the position is a predetermined amount before the position where the parking lock release is completed, the parking lock release notice state is detected. It is possible to properly detect the parking lock release notice state before.

Further, according to the fifth aspect of the invention, the parking lock release notice state is detected by detecting a predetermined operation load indicating a shift operation from the parking operation position to the non-parking operation position by the operation load sensor. The parking lock release notice state can be appropriately detected before the parking lock release complete state is reached by the parking lock mechanism.

It is a figure explaining the schematic structure of the drive device for a vehicle provided in the hybrid vehicle to which this invention is applied, and is also a figure explaining the main part of the control function and the control system for various control in a hybrid vehicle. FIG. 3 is an operation chart illustrating the relationship between the shift operation of the mechanical stepped speed change unit exemplified in FIG. 1 and the operation of the engagement device used thereof. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in an electric type continuously variable transmission part and a mechanical type stepped speed change part. It is a figure explaining an example of the gear stage allocation table which assigned a plurality of simulated gear stages to a plurality of AT gear stages. It is a figure exemplifying the AT gear stage of a stepped transmission part and the simulated gear stage of a compound transmission on the same collinear diagram as FIG. It is a figure explaining an example of the simulated gear gear shift map used for the shift control of a plurality of simulated gear gears. It is a figure which illustrates the phenomenon when the shift operation to the non-P operation position is performed in the state where the pressing torque is applied in the P operation position, and is the comparative example with respect to this Example. It is a figure which illustrates the phenomenon when the vibration damping control is executed in the P operation position in order to suppress the vehicle vibration caused by the pressing torque when the P lock state is actually released, and is the comparison with this Example. This is an example. It is a figure which shows the outline of the internal contact in a shift position sensor. It is a flowchart explaining the main part of the control operation of an electronic control device, that is, the control operation for suppressing the generation of rattling noise associated with the execution of vibration damping control by the second motor. It is a figure which shows an example of the time chart when the control operation shown in the flowchart of FIG. 10 is executed. It is a figure explaining the schematic structure of the drive device for a vehicle provided in the hybrid vehicle to which this invention is applied, and is also the figure explaining the main part of the control function and the control system for various control in a hybrid vehicle. , It is an embodiment different from FIG.

In the embodiment of the present invention, the gear ratio in the transmission such as the gear ratio in the differential mechanism is "rotational speed of the rotary member on the input side / rotational speed of the rotary member on the output side". The high side in this gear ratio is the high vehicle speed side on which the gear ratio becomes smaller. The low side in the gear ratio is the low vehicle speed side on which the gear ratio becomes large. For example, the lowest gear ratio is the gear ratio on the lowest vehicle speed side, which is the lowest vehicle speed side, and is the maximum gear ratio at which the gear ratio is the largest.

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

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle drive device 12 provided in a hybrid vehicle 10 to which the present invention is applied, and also describes a main part of a control system for various controls in the hybrid vehicle 10. It is a figure. In FIG. 1, the vehicle drive device 12 is an electric continuously variable transmission arranged in series on a common axis in an engine 14 functioning as a power source and a transmission case 16 as a non-rotating member attached to a vehicle body. It is provided with a speed change unit 18 and a mechanical stepped speed change unit 20 and the like. The electric continuously variable transmission 18 is directly or indirectly connected to the engine 14 via a damper or the like (not shown). The mechanical stepped speed change unit 20 is connected to the output side of the electric type stepless speed change unit 18. Further, the vehicle drive device 12 includes a differential gear device 24 connected to an output shaft 22 which is an output rotating member of the mechanical stepped speed change unit 20, a pair of axles 26 connected to the differential gear device 24, and the like. I have. In the vehicle drive device 12, the power output from the engine 14 and the second rotary machine MG2 described later is transmitted to the mechanical stepped speed change unit 20, and the differential gear device 24 and the like are transmitted from the mechanical stepped speed change unit 20. It is transmitted to the drive wheels 28 included in the hybrid vehicle 10 via the above. The vehicle drive device 12 is preferably used for an FR (= front engine / rear drive) type vehicle that is vertically installed in, for example, a hybrid vehicle 10. Hereinafter, the hybrid vehicle 10 is referred to as a vehicle 10, the transmission case 16 is referred to as a case 16, the electric continuously variable transmission unit 18 is referred to as a continuously variable transmission unit 18, and the mechanical continuously variable transmission unit 20 is referred to as a continuously variable transmission unit 20. Further, as for power, torque and force are also the same unless otherwise specified. Further, the stepless speed change unit 18, the stepped speed change unit 20, and the like are configured substantially symmetrically with respect to the common axis, and the lower half of the axis is omitted in FIG. The common axis is the axis of the crank shaft of the engine 14, the connecting shaft 34 described later, and the like.

The engine 14 is a power source for traveling the vehicle 10, and is a known internal combustion engine such as a gasoline engine or a diesel engine. In this engine 14, the engine torque Te, which is the output torque of the engine 14, is generated by controlling the engine control device 50 such as the throttle actuator, the fuel injection device, and the ignition device provided in the vehicle 10 by the electronic control device 90 described later. Be controlled. In this embodiment, the engine 14 is connected to the continuously variable transmission unit 18 without a fluid transmission device such as a torque converter or a fluid coupling.

The continuously variable transmission unit 18 is a power splitting mechanism that mechanically divides the power of the first rotary machine MG1 and the engine 14 into the first rotary machine MG1 and the intermediate transmission member 30 which is an output rotating member of the continuously variable transmission unit 18. The differential mechanism 32 of the above and the second rotary machine MG2 connected to the intermediate transmission member 30 so as to be able to transmit power are provided. The continuously variable transmission 18 is an electric continuously variable transmission in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the first rotary machine MG1. The first rotary machine MG1 corresponds to a differential rotary machine, and the second rotary machine MG2 is a rotary machine that functions as a power source and corresponds to a traveling drive rotary machine.

The first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and are so-called motor generators. The first rotary machine MG1 and the second rotary machine MG2 are each connected to a battery 54 as a power storage device provided in the vehicle 10 via an inverter 52 provided in the vehicle 10, and are electronic control devices described later. By controlling the inverter 52 by the 90, the MG1 torque Tg and the MG2 torque Tm, which are the output torques of the first rotary machine MG1 and the second rotary machine MG2, are controlled. The output torque of the rotating machine is the power running torque in the positive torque on the acceleration side and the regenerative torque in the negative torque on the deceleration side. The battery 54 is a power storage device that transfers electric power to each of the first rotating machine MG1 and the second rotating machine MG2.

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

The stepped transmission unit 20 includes a mechanical transmission mechanism as a stepped transmission that constitutes a part of a power transmission path between the intermediate transmission member 30 and the drive wheel 28, that is, the stepless transmission unit 18 and the drive wheel 28. It is a mechanical transmission mechanism that forms a part of the power transmission path between the two. The intermediate transmission member 30 also functions as an input rotation member of the stepped speed change unit 20. Since the second rotary machine MG2 is connected to the intermediate transmission member 30 so as to rotate integrally, or because the engine 14 is connected to the input side of the continuously variable transmission unit 18, the stepped speed change unit 20 is connected. , A transmission that constitutes part of the power transmission path between the power source (second rotary machine MG2 or engine 14) and the drive wheels 28. The intermediate transmission member 30 is a transmission member for transmitting the power of the power source to the drive wheels 28. The stepped speed change unit 20 includes, for example, a plurality of sets of planetary gear devices of the first planetary gear device 36 and the second planetary gear device 38, and a plurality of clutches C1, clutches C2, brakes B1 and brakes B2 including a one-way clutch F1. It is a known planetary gear type automatic transmission equipped with an engaging device. Hereinafter, the clutch C1, the clutch C2, the brake B1, and the brake B2 are simply referred to as an engaging device CB unless otherwise specified.

The engagement device CB is a hydraulic friction engagement device composed of a multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB is provided by each engaging hydraulic pressure PRcb as each engaging pressure of the pressure-adjusted engaging device CB output from the solenoid valves SL1-SL4 and the like in the hydraulic control circuit 56 provided in the vehicle 10. By changing the engagement torque Tcb, which is each torque capacity, the operating state, which is a state such as engagement or disengagement, can be switched. In order to transmit the AT input torque Ti, which is the input torque input to the stepped transmission unit 20, for example, the AT input torque between the intermediate transmission member 30 and the output shaft 22 without slipping the engaging device CB. An engagement torque Tcb is required to obtain the shared torque of the engagement device CB, which is the transmission torque that needs to be handled by each of the engagement device CB with respect to Ti. However, in the engagement torque Tcb from which the transmission torque is obtained, the transmission torque does not increase even if the engagement torque Tcb is increased. That is, the engagement torque Tcb corresponds to the maximum torque that can be transmitted by the engagement device CB, and the transmission torque corresponds to the torque that the engagement device CB actually transmits. It should be noted that not sliding the engaging device CB does not cause a difference rotation speed in the engaging device CB. Further, the engaging torque Tcb (or transmission torque) and the engaging hydraulic pressure PRcb are in a substantially proportional relationship except for a region for supplying the engaging hydraulic pressure PRcb required for packing the engaging device CB, for example.

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

The stepped speed change unit 20 has a gear ratio (also referred to as a gear ratio) γat (= AT input rotation speed Ni) by engaging with, for example, a predetermined engaging device, which is one of a plurality of engaging devices. / A stepped automatic transmission in which one of a plurality of gears (also referred to as gears) having different output rotation speeds (No) is formed. That is, the stepped speed change unit 20 is a stepped automatic transmission in which the gear stage is switched by engaging any one of the plurality of engaging devices. Switching the gear stage of the stepped speed change unit 20 means that the speed change of the stepped speed change unit 20 is executed. In this embodiment, the gear stage formed by the stepped transmission unit 20 is referred to as an AT gear stage. The AT input rotation speed Ni is the input rotation speed of the stepped speed change unit 20, which is the rotation speed of the input rotation member of the stepped speed change unit 20, and has the same value as the rotation speed of the intermediate transmission member 30. It is the same value as the MG2 rotation speed Nm, which is the rotation speed of the rotary machine MG2. The AT input rotation speed Ni can be expressed by the MG2 rotation speed Nm. The output rotation speed No is the rotation speed of the output shaft 22 which is the output rotation speed of the stepped transmission unit 20, and is a compound transmission which is an entire transmission in which the stepless transmission unit 18 and the stepped transmission unit 20 are combined. It is also the output rotation speed of the machine 40. The compound transmission 40 is a transmission that constitutes a part of a power transmission path between the engine 14 and the drive wheels 28.

As shown in the engagement operation table of FIG. 2, for example, the stepped transmission unit 20 has AT 1st speed gear stages (“1st” in the figure) -AT 4th speed gear stages (“4th” in the figure) as a plurality of AT gear stages. ”) 4 stages of forward AT gear stages are formed. The gear ratio γat of the AT 1st gear is the largest, and the gear ratio γat becomes smaller as the AT gear on the higher side. The engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and each operation state of the plurality of engagement devices. That is, the engagement operation table of FIG. 2 summarizes the relationship between each AT gear stage and a predetermined engagement device which is an engagement device that is engaged with each AT gear stage. In FIG. 2, “◯” indicates engagement, “Δ” indicates engagement during engine braking or coast downshift of the stepped transmission unit 20, and blank indicates release. Since the one-way clutch F1 is provided in parallel with the brake B2 that establishes the AT1 speed gear stage, it is not necessary to engage the brake B2 at the time of starting or accelerating. The coast downshift of the stepped speed change unit 20 is, for example, a downshift determined during deceleration running due to accelerator off when the accelerator opening degree θacc is zero or substantially zero. When all of the plurality of engaging devices are released, the stepped transmission unit 20 is in a neutral state in which no AT gear stage is formed, that is, in a neutral state in which power transmission is cut off. Since the one-way clutch F1 is a clutch whose operating state is automatically switched, the stepped transmission unit 20 is set to the neutral state when any of the engaging devices CB is released. Further, to determine the downshift is that the downshift is required.

The stepped speed change unit 20 is released from a predetermined engagement device that forms an AT gear stage before shifting according to an accelerator operation of a driver (that is, a driver), a vehicle speed V, or the like by an electronic control device 90 described later. By controlling the release of the side engaging device and the engagement of the engaging side engaging device among the predetermined engaging devices forming the AT gear stage after shifting, the formed AT gear stage is switched. That is, a plurality of AT gear stages are selectively formed. That is, in the shift control of the stepped speed change unit 20, for example, the shift is executed by gripping any one of the engagement device CB, that is, the shift is executed by switching between the engagement and the disengagement of the engagement device CB. , So-called clutch-to-clutch shift is executed. For example, in the downshift from the AT2 speed gear stage to the AT1 speed gear stage, as shown in the engagement operation table of FIG. 2, the brake B1 serving as the release side engagement device is released and the engagement side engagement device is released. Brake B2 is engaged. At this time, the release transient hydraulic pressure of the brake B1 and the engagement transient hydraulic pressure of the brake B2 are pressure-adjusted and controlled. The release side engagement device is an engagement device involved in the shift of the stepped speed change unit 20 in the engagement device CB, and is an engagement device controlled toward release in the shift transition of the stepped speed change unit 20. Is. The engaging side engaging device is an engaging device involved in shifting of the stepped speed change unit 20 in the engaging device CB, and is controlled toward engagement in the shift transition of the stepped speed change unit 20. It is a combination device. The 2 → 1 downshift can also be executed by automatically engaging the one-way clutch F1 by releasing the brake B1 as the release side engaging device involved in the 2 → 1 downshift. In this embodiment, for example, a downshift from the AT 2nd gear to the AT 1st gear is referred to as a 2 → 1 downshift. The same applies to other upshifts and downshifts.

FIG. 3 is a collinear diagram showing the relative relationship between the rotation speeds of the rotating elements in the stepless speed change unit 18 and the stepped speed change unit 20. In FIG. 3, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the differential mechanism 32 constituting the stepless speed change unit 18 are the sun gear S0 corresponding to the second rotating element RE2 in order from the left side. The g-axis representing the rotation speed, the e-axis representing the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the stepped speed change unit 20). It is an m-axis representing an input rotation speed). Further, the four vertical lines Y4, Y5, Y6, and Y7 of the stepped speed change unit 20 correspond to the rotation speed of the sun gear S2 corresponding to the fourth rotation element RE4 and the rotation speed of the sun gear S2 corresponding to the fifth rotation element RE5 in order from the left. Corresponds to the rotational speed of the connected ring gear R1 and carrier CA2 (that is, the rotational speed of the output shaft 22), the rotational speed of the interconnected carrier CA1 and ring gear R2 corresponding to the sixth rotational element RE6, and the seventh rotational element RE7. It is a shaft which represents the rotation speed of the sun gear S1 to be carried. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (also referred to as the gear ratio) ρ0 of the differential mechanism 32. Further, the distance between the vertical lines Y4, Y5, Y6, and Y7 is determined according to the gear ratios ρ1 and ρ2 of the first and second planetary gear devices 36 and 38. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axis of the collinear diagram, the gear ratio ρ of the planetary gear device (= the number of teeth of the sun gear Zs /) is between the carrier and the ring gear. The interval corresponds to the number of teeth Zr) of the ring gear.

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

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

The straight lines L0 and the straight lines L1, L2, L3, and L4 shown by the solid lines in FIG. Shows. In this hybrid travel mode, in the differential mechanism 32, when the reaction force torque, which is a negative torque by the first rotary machine MG1, is input to the sun gear S0 in the forward rotation with respect to the engine torque Te input to the carrier CA0. , The engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) which becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required driving force, the total torque of the engine direct torque Td and the MG2 torque Tm is the driving torque in the forward direction of the vehicle 10, and the AT gear stage is one of the AT 1st speed gear stage and the AT 4th speed gear stage. Is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which the is formed. At this time, the first rotary machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. The second rotary machine MG2 outputs MG2 torque Tm by using all or a part of the generated power Wg, or by using the power from the battery 54 in addition to the generated power Wg.

Although not shown in FIG. 3, in the collinear diagram in the motor running mode in which the motor running mode in which the engine 14 is stopped and the motor running using the second rotary machine MG2 as a power source is possible, the carrier CA0 is used in the differential mechanism 32. Is set to zero rotation, and MG2 torque Tm, which becomes a positive torque in normal rotation, is input to the ring gear R0. At this time, the first rotary machine MG1 connected to the sun gear S0 is put into a no-load state and is idled by negative rotation. That is, in the motor running mode, the engine 14 is not driven, the engine rotation speed Ne, which is the rotation speed of the engine 14, is set to zero, and the MG2 torque Tm is the drive torque in the forward direction of the vehicle 10, and the AT1 speed gear stage-AT4 It is transmitted to the drive wheels 28 via the stepped speed change unit 20 in which any AT gear stage of the speed gear stages is formed. The MG2 torque Tm here is the power running torque of forward rotation.

The straight line L0R and the straight line LR shown by the broken line in FIG. 3 indicate the relative speed of each rotating element in the reverse running in the motor running mode. In reverse travel in this motor drive mode, MG2 torque Tm, which becomes negative torque due to negative rotation, is input to the ring gear R0, and the MG2 torque Tm is used as the drive torque in the reverse direction of the vehicle 10 to form the AT1 speed gear stage. It is transmitted to the drive wheels 28 via the stepped speed change unit 20. In the vehicle 10, the electronic control device 90, which will be described later, forms an AT gear stage, for example, an AT 1st speed gear stage, which is a low-side AT gear stage for forward movement among a plurality of AT gear stages, and is used for forward movement during forward travel. The reverse MG2 torque Tm, whose positive and negative directions are opposite to those of the MG2 torque Tm, is output from the second rotary machine MG2, so that the reverse traveling can be performed. Here, the forward MG2 torque Tm is a power running torque that is a positive torque for forward rotation, and the MG2 torque Tm for backward rotation is a power running torque that is a negative torque for negative rotation. As described above, in the vehicle 10, the forward traveling is performed by reversing the positive and negative of the MG2 torque Tm by using the forward AT gear stage. To use the AT gear stage for forward movement is to use the same AT gear stage as when traveling forward. Even in the hybrid travel mode, the second rotary machine MG2 can have a negative rotation as in the straight line L0R, so that it is possible to perform reverse travel in the same manner as in the motor travel mode.

In the vehicle drive device 12, the carrier CA0 as the first rotating element RE1 to which the engine 14 is connected so as to be able to transmit power, and the sun gear S0 as the second rotating element RE2 to which the first rotating machine MG1 is connected so as to be able to transmit power. A differential mechanism 32 having three rotating elements with the ring gear R0 as the third rotating element RE3 to which the intermediate transmission member 30 is connected is provided, and the differential mechanism is controlled by controlling the operating state of the first rotating machine MG1. A stepless speed change unit 18 as an electric speed change mechanism in which the differential state of 32 is controlled is configured. The third rotating element RE3 to which the intermediate transmission member 30 is connected is, from a different point of view, the third rotating element RE3 to which the second rotating machine MG2 is connected so as to be able to transmit power. That is, in the vehicle drive device 12, the engine 14 has a differential mechanism 32 connected to the differential mechanism 32 so as to be able to transmit power, and a first rotary machine MG1 connected to the differential mechanism 32 so as to be able to transmit power. The stepless speed change unit 18 in which the differential state of the differential mechanism 32 is controlled by controlling the operating state of the machine MG1 is configured. The continuously variable transmission unit 18 has a ratio of the engine rotation speed Ne, which is the same value as the rotation speed of the connecting shaft 34, which is the input rotation member, to the MG2 rotation speed Nm, which is the rotation speed of the intermediate transmission member 30 which is the output rotation member. It is operated as an electric continuously variable transmission in which the gear ratio γ0 (= Ne / Nm), which is a value, can be changed.

For example, in the hybrid travel mode, the rotation speed of the first rotary machine MG1 is relative to the rotation speed of the ring gear R0, which is constrained by the rotation of the drive wheels 28 due to the formation of the AT gear stage in the stepped speed change unit 20. When the rotation speed of the sun gear S0 is increased or decreased by controlling the above, the rotation speed of the carrier CA0, that is, the engine rotation speed Ne is increased or decreased. Therefore, in hybrid driving, the engine 14 can be operated at an efficient operating point. That is, the stepped transmission unit 20 in which the AT gear stage is formed and the stepless speed change unit 18 operated as a continuously variable transmission are combined, and the stepless transmission unit 18 and the stepped transmission unit 20 are arranged in series. A continuously variable transmission can be configured as a whole of the transmission 40.

Alternatively, since the continuously variable transmission 18 can be changed like a stepped transmission, the stepped transmission 20 on which the AT gear stage is formed and the continuously variable transmission are changed like a stepped transmission. With 18, the combined transmission 40 as a whole can be changed like a stepped transmission. That is, in the compound transmission 40, the stepped transmission is such that a plurality of gear stages having different gear ratios γt (= Ne / No) representing the value of the ratio of the engine rotation speed Ne to the output rotation speed No are selectively established. It is possible to control the unit 20 and the stepless speed change unit 18. In this embodiment, the gear stage established by the compound transmission 40 is referred to as a simulated gear stage. The gear ratio γt is a total gear ratio formed by the stepless transmission unit 18 and the stepped transmission unit 20 arranged in series, and is the gear ratio γ0 of the stepless transmission unit 18 and the stepped transmission unit 20. The value is obtained by multiplying the gear ratio γat by (γt = γ0 × γat).

The simulated gear stage is, for example, a combination of each AT gear stage of the stepped speed change unit 20 and a gear ratio γ0 of one or a plurality of types of stepless speed change units 18 for each AT gear stage of the stepped speed change unit 20. Assigned to establish one or more types. For example, FIG. 4 is an example of a gear stage allocation table. In FIG. 4, a simulated 1st gear stage-a simulated 3rd gear stage is established for the AT 1st speed gear stage, and a simulated 4th gear stage-a simulated 6th gear stage is established for the AT 2nd speed gear stage. It is predetermined that a simulated 7th gear stage-a simulated 9th gear stage is established for the AT 3rd gear stage, and a simulated 10th gear stage is established for the AT 4th gear stage.

FIG. 5 is a diagram illustrating an AT gear stage of the stepped transmission unit 20 and a simulated gear stage of the compound transmission 40 on the same collinear diagram as that of FIG. In FIG. 5, the solid line illustrates the case where the simulated 4-speed gear stage-simulated 6-speed gear is established when the stepped transmission unit 20 is the AT 2nd speed gear stage. In the compound transmission 40, the continuously variable transmission unit 18 is controlled so as to have an engine rotation speed Ne that realizes a predetermined gear ratio γt with respect to the output rotation speed No, so that different simulated gear stages are used in a certain AT gear stage. Is established. Further, the broken line exemplifies the case where the simulated 7th gear is established when the stepped transmission 20 is the AT 3rd gear. In the compound transmission 40, the simulated gear stage is switched by controlling the continuously variable transmission unit 18 in accordance with the switching of the AT gear stage.

Returning to FIG. 1, the vehicle 10 includes a shift lever 58. The shift lever 58 is a shift operation member operated by the driver to any operation position among the plurality of operation positions POSsh. The operation position POSsh is an operation position of the shift lever 58, and includes, for example, P, R, N, and D operation positions.

The P operation position is a parking operation position for selecting the parking position (= P position) of the compound transmission 40 in which the compound transmission 40 is in the neutral state and the rotation of the output shaft 22 is mechanically blocked. The neutral state of the compound transmission 40 is a state in which the continuously variable transmission 18 cannot transmit the engine torque Te because, for example, the first rotary machine MG1 is idled in a no-load state and does not take a reaction force torque with respect to the engine torque Te. It is realized by the fact that the second rotary machine MG2 is idled in a no-load state and the power transmission in the compound transmission 40 is cut off. The state in which the rotation of the output shaft 22 is blocked is a state in which the output shaft 22 is fixed so as not to rotate. The output shaft 22 is non-rotatably fixed by a parking lock mechanism 60 provided in the vehicle 10.

The R operation position is the reverse travel position (= R position) of the compound transmission 40, which enables the vehicle 10 to travel backward by the MG2 torque Tm for reverse in the state where the AT1 speed gear stage of the stepped transmission 20 is formed. ) Is the reverse running operation position. The N operation position is a neutral operation position for selecting the neutral position (= N position) of the compound transmission 40 in which the compound transmission 40 is in the neutral state. The D operation position is, for example, the forward travel position of the compound transmission 40 (which enables forward travel by executing automatic transmission control using all simulated gear stages of simulated 1st gear stage-simulated 10th gear stage). = D position) is the forward running operation position to be selected. When the operation position POSsh is in the D operation position, an automatic transmission mode for automatically shifting the compound transmission 40 according to a shift map such as a simulated gear shift map described later is established.

The parking lock mechanism 60 includes a parking lock gear 62, a parking lock pole 64, a switching member 66, and the like. The parking lock mechanism 60 is mechanically connected to the shift lever 58 via a connecting mechanism 68 provided in the vehicle 10, including a link, a cable, and the like.

The parking lock gear 62 is a member provided so as to rotate integrally with the output shaft 22. The parking lock pole 64 has a claw portion that meshes with the gear teeth of the parking lock gear 62, and is a member that can mesh with the parking lock gear 62. The switching member 66 is moved to the parking lock pole 64 side to support the cam that meshes the parking lock pole 64 with the parking lock gear 62, the cam is supported at one end, and is connected to the connecting mechanism 68 at the other end. Equipped with a parking rod, etc. When the shift lever 58 is operated to the P operation position, the switching member 66 is operated via the connecting mechanism 68 so that the cam is urged toward the parking lock pole 64 side. As a result, the parking lock pole 64 is moved to the parking lock gear 62 side. When the parking lock pole 64 is moved to a position where it meshes with the parking lock gear 62, the output shaft 22 is fixed non-rotatably together with the parking lock gear 62, and the drive wheel 28 that rotates in conjunction with the output shaft 22 is fixed non-rotatably. To.

As described above, the parking lock mechanism 60 switches between a parking lock state in which the output shaft 22 which is a rotating member rotating together with the drive wheel 28 is fixed so as not to rotate and a non-parking lock state in which the output shaft 22 is rotatable. .. Further, the parking lock mechanism 60 of this embodiment is operated in conjunction with the operation of the shift lever 58. The P operation position is the operation position POSsh for selecting the parking lock state, and the non-P operation position is the operation position POSsh for selecting the non-parking lock state. The non-P operation position is a non-parking operation position which is an operation position POSsh other than the P operation position, and is, for example, an R, N, D operation position. In this embodiment, the parking lock state is referred to as a P-lock state, and the non-parking lock state is referred to as a non-P-lock state.

Further, the vehicle 10 includes an electronic control device 90 as a controller including a control device for the vehicle 10 related to control of the engine 14, the continuously variable transmission unit 18, and the stepped speed change unit 20. Therefore, FIG. 1 is a diagram showing an input / output system of the electronic control device 90, and is a functional block diagram illustrating a main part of a control function by the electronic control device 90. The electronic control device 90 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 90 is separately configured for engine control, shift control, and the like, if necessary.

The electronic control device 90 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 70, MG1 rotation speed sensor 72, MG2 rotation speed sensor 74, output rotation speed sensor 76, accelerator opening sensor 78, throttle valve). Various signals based on the detected values by the opening sensor 80, the brake switch 82, the shift position sensor 84, the battery sensor 86, the oil temperature sensor 88, etc. (for example, engine rotation speed Ne, MG1 which is the rotation speed of the first rotary machine MG1). Rotation speed Ng, MG2 rotation speed Nm which is AT input rotation speed Ni, output rotation speed No corresponding to vehicle speed V, accelerator opening θacc as driver's acceleration operation amount indicating the magnitude of driver's acceleration operation, electron The throttle valve opening θth, which is the opening of the throttle valve, the brake on Bon, which is a signal indicating the state in which the brake pedal for operating the wheel brake is operated by the driver, the operation position POSsh, and the battery temperature THbat of the battery 54. , Battery charge / discharge current Ibat, battery voltage Vbat, hydraulic oil temperature THoil, which is the temperature of the hydraulic oil supplied to the hydraulic actuator of the engaging device CB, etc.) are supplied respectively. The driver's acceleration operation amount, which represents the magnitude of the driver's acceleration operation, is an accelerator operation amount, which is an operation amount of an accelerator operation member such as an accelerator pedal, for example.

From the electronic control device 90, various command signals (for example, engine control command signal Se for controlling the engine 14) are transmitted to each device (for example, engine control device 50, inverter 52, hydraulic control circuit 56, etc.) provided in the vehicle 10. The rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, the hydraulic control command signal Sat for controlling the operating state of the engagement device CB, etc.) are output, respectively. This hydraulic pressure control command signal Sat is also a hydraulic pressure control command signal for controlling the shift of the stepped speed change unit 20, for example, each of the engaging hydraulic pressure PRcb supplied to each hydraulic actuator of the engaging device CB. This is a command signal for driving the solenoid valves SL1-SL4 and the like. The electronic control device 90 sets a hydraulic pressure instruction value corresponding to the value of each engagement hydraulic pressure PRcb supplied to each hydraulic actuator in order to obtain the target engagement torque Tcb of the engagement device CB, and the hydraulic pressure instruction value thereof. The drive current or drive voltage according to the above is output to the hydraulic control circuit 56.

The electronic control device 90 calculates the charge state value SOC [%] as a value indicating the charge state of the battery 54 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. Further, the electronic control device 90 calculates the chargeable / dischargeable power Win and Wout that define the usable range of the battery power Pbat, which is the power of the battery 54, based on, for example, the battery temperature THbat and the charge state value SOC of the battery 54. do. The chargeable and dischargeable powers Win and Wout are the chargeable power Win as the input power that defines the limit of the input power of the battery 54 and the dischargeable power Wout as the output power that defines the limit of the output power of the battery 54. be. The chargeable and dischargeable power Win and Wout are reduced as the battery temperature THbat is lower in the low temperature range where the battery temperature THbat is lower than the normal range, and are smaller as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. Will be done. Further, the rechargeable power Win is reduced as the charge state value SOC is higher, for example, in a region where the charge state value SOC is high. Further, the dischargeable power Wout is reduced as the charge state value SOC is lower, for example, in a region where the charge state value SOC is low.

The electronic control device 90 includes an AT shift control means, that is, an AT shift control unit 92, a hybrid control means, that is, a hybrid control unit 94, and a vibration noise suppressing means, that is, a vibration noise suppressing unit 96, in order to realize various controls in the vehicle 10. ing.

The AT shift control unit 92 determines the shift of the stepped shift unit 20 by using, for example, an AT gear shift map, which is a relationship that is experimentally or designedly obtained and stored in advance, that is, a predetermined relationship. If necessary, shift control of the stepped speed change unit 20 is executed. In the shift control of the stepped speed change unit 20, the AT shift control unit 92 uses the solenoid valves SL1-SL4 to release the engagement of the engagement device CB so as to automatically switch the AT gear stage of the stepped speed change unit 20. The hydraulic pressure control command signal Sat for switching is output to the hydraulic pressure control circuit 56. The AT gear shift map has, for example, a predetermined relationship having a shift line for determining the shift of the stepped shift unit 20 on two-dimensional coordinates with the output rotation speed No and the accelerator opening θacc as variables. .. Here, the vehicle speed V or the like may be used instead of the output rotation speed No, or the required drive torque Tdem, the throttle valve opening degree θth, or the like may be used instead of the accelerator opening degree θacc. Each shift line in the AT gear shift map is an upshift line for determining an upshift and a downshift line for determining a downshift. For each of these shift lines, whether or not the output rotation speed No crosses the line on the line indicating a certain accelerator opening θacc, or whether or not the accelerator opening θacc crosses the line on the line indicating a certain output rotation speed No. That is, it is for determining whether or not the gear has crossed the shift point, which is the value at which the shift on the shift line should be executed, and is predetermined as a series of the shift points.

The hybrid control unit 94 has a function as an engine control means for controlling the operation of the engine 14, that is, an engine control unit, and a rotary machine control means for controlling the operation of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. That is, it includes a function as a rotary machine control unit, and the engine 14, the first rotary machine MG1, and the second rotary machine MG2 execute hybrid drive control and the like by these control functions. The hybrid control unit 94 calculates the required drive power Pdem by applying the accelerator opening degree θacc and the vehicle speed V to, for example, a drive force map having a predetermined relationship. This required drive power Pdem is, in other words, the required drive torque Tdem at the vehicle speed V at that time. The hybrid control unit 94 considers the charge / dischargeable power Win, Wout, etc. of the battery 54, and considers the engine control command signal Se, which is a command signal for controlling the engine 14 so as to realize the required drive power Pdem, and the first engine control command signal Se. The rotary machine control command signal Smg, which is a command signal for controlling the rotary machine MG1 and the second rotary machine MG2, is output. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 14 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power Wg of the first rotary machine MG1 that outputs the MG1 torque Tg at the MG1 rotation speed Ng at the time of command output as the reaction torque of the engine torque Te. It is a command value of the power consumption Wm of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm at the time of command output.

When the hybrid control unit 94 operates, for example, the continuously variable transmission 18 as a continuously variable transmission and operates the compound transmission 40 as a whole as a continuously variable transmission, the required drive power Pdem takes into consideration the optimum fuel efficiency of the engine and the like. By controlling the engine 14 and controlling the generated power Wg of the first rotary machine MG1 so that the engine rotation speed Ne and the engine torque Te are obtained so that the engine power Pe that realizes the above can be obtained, there is no stepless transmission unit 18. The step shift control is executed to change the shift ratio γ0 of the continuously variable transmission unit 18. As a result of this control, the gear ratio γt of the compound transmission 40 when operated as a continuously variable transmission is controlled.

When the hybrid control unit 94 shifts the stepless transmission unit 18 like a stepped transmission and shifts the composite transmission 40 as a whole like a stepped transmission, the hybrid control unit 94 has a predetermined relationship, for example, a simulated gear. The speed change determination of the compound transmission 40 is performed using the speed change map, and a plurality of simulated gear stages are selectively established in cooperation with the shift control of the AT gear stage of the stepped speed change unit 20 by the AT shift control unit 92. The shift control of the stepless transmission unit 18 is executed as described above. The plurality of simulated gear stages can be established by controlling the engine rotation speed Ne by the first rotary machine MG1 according to the output rotation speed No so that the respective gear ratios γt can be maintained. The gear ratio γt of each simulated gear stage does not necessarily have to be a constant value over the entire range of the output rotation speed No, and may be changed in a predetermined region, and is limited by the upper limit or the lower limit of the rotation speed of each part. May be added.

Similar to the AT gear shift map, the simulated gear shift map is predetermined with the output rotation speed No and the accelerator opening θacc as parameters. FIG. 6 is an example of a simulated gear shift map, in which the solid line is an upshift line and the broken line is a downshift line. By switching the simulated gear according to the simulated gear shift map, the combined transmission 40 in which the continuously variable transmission 18 and the stepped transmission 20 are arranged in series has the same shift feeling as that of the stepped transmission. can get. In the simulated stepped speed change control in which the compound transmission 40 as a whole shifts like a stepped transmission, for example, when a driving mode that emphasizes driving performance such as a sports driving mode is selected by the driver, or the required drive torque Tdem is relatively high. If it is large, the combined transmission 40 as a whole may be executed in preference to the continuously variable transmission controlled to operate as a continuously variable transmission, but basically the simulated stepped transmission control is executed except when a predetermined execution is restricted. May be done.

The simulated stepped speed change control by the hybrid control unit 94 and the shift control of the stepped speed change unit 20 by the AT shift control unit 92 are executed in cooperation with each other. In this embodiment, 10 types of simulated gear stages of simulated 1st speed gear stage-simulated 10th speed gear stage are assigned to 4 types of AT gear stages of AT 1st speed gear stage-AT 4th speed gear stage. Therefore, the AT gear shift map is defined so that the AT gear shift is performed at the same timing as the shift timing of the simulated gear gear. Specifically, the upshift lines of the simulated gear stages "3 → 4", "6 → 7", and "9 → 10" in FIG. 6 are the AT gear stage shift maps "1 → 2" and "2". It coincides with each upshift line of "→ 3" and "3 → 4" (see "AT1 → 2" etc. described in FIG. 6). Further, the downshift lines of "3 ← 4", "6 ← 7", and "9 ← 10" of the simulated gear stage in FIG. 6 are "1 ← 2" and "2 ← 3" of the AT gear stage shift map. , "3 ← 4" coincides with each downshift line (see "AT1 ← 2" etc. described in FIG. 6). Alternatively, the shift command of the AT gear stage may be output to the AT shift control unit 92 based on the shift determination of the simulated gear stage based on the simulated gear stage shift map of FIG. As described above, when the stepped transmission unit 20 is upshifted, the entire compound transmission 40 is upshifted, while when the stepped transmission unit 20 is downshifted, the entire compound transmission 40 is downshifted. Will be. The AT shift control unit 92 switches the AT gear stage of the stepped speed change unit 20 when the simulated gear stage is switched. Since the AT gear stage is changed at the same timing as the simulated gear stage shift timing, the stepped speed change unit 20 is changed with a change in the engine rotation speed Ne, and the stepped speed change unit 20 is changed. Even if there is a shock due to shifting, it is difficult to give the driver a sense of discomfort.

The hybrid control unit 94 selectively establishes the motor traveling mode or the hybrid traveling mode as the traveling mode according to the traveling state. For example, when the required drive power Pdem is in the motor running region smaller than the predetermined threshold value, the hybrid control unit 94 establishes the motor running mode, while the required drive power Pdem is equal to or higher than the predetermined threshold value. When it is in the hybrid driving region, the hybrid driving mode is established. Further, the hybrid control unit 94 sets the hybrid drive mode when the charge state value SOC of the battery 54 is less than the predetermined engine start threshold value even when the required drive power Pdem is in the motor drive region. To be established. The motor running mode is a running state in which the engine 14 is stopped and the second rotating machine MG2 generates a driving torque to run the motor. The hybrid driving mode is a driving state in which the engine 14 is driven. The engine start threshold value is a predetermined threshold value for determining that the charge state value SOC needs to forcibly start the engine 14 to charge the battery 54.

The vibration noise suppression unit 96 executes vibration control control for suppressing vehicle vibration by controlling the second rotary machine MG2 so as to suppress fluctuations in the MG2 rotation speed Nm. For example, the vibration / noise suppression unit 96 detects a fluctuation of the MG2 rotation speed Nm based on a signal from the MG2 rotation speed sensor 74, and the second electric motor MG2 has a phase opposite to the fluctuation so as to suppress the fluctuation. Vibration suppression control is performed by outputting the rotary machine control command signal Smg for outputting torque to the inverter 52.

When the operation position POSsh is in the P operation position, the vibration noise suppression unit 96 has one of the tooth surfaces of each other at the meshing portion of the gear in the power transmission path capable of transmitting the power of the second rotary machine MG2. By controlling the second rotary machine MG2 so as to output the pressing torque that presses against the engine, the rattling noise caused by the fluctuation of the engine rotation speed Ne is suppressed. The fluctuation of the engine rotation speed Ne is, for example, the fluctuation of the engine rotation speed Ne during the engine start processing, the engine stop processing, the engine operation, and the like.

FIG. 7 is a comparison showing a phenomenon when the operating position POSsh is shifted from the P operating position to the non-P operating position by the driver while the pressing torque by the second rotary machine MG2 is applied in the P operating position. It is a figure of an example. In FIG. 7, when the control shift, which is the control operation position, is in the P operation position, the pressing torque is applied as a countermeasure against the rattling noise caused by the fluctuation of the engine rotation speed Ne. When the shift operation from the P operation position to the non-P operation position is performed (see the time point t1a), the parking lock mechanism 60 is set to the parking lock release complete state in which the switching from the P lock state to the non-P lock state is completed. (See time point t2a). The state in which the parking lock mechanism 60 is in the parking lock release complete state is the state in which the P lock state is actually released. When the P-lock state is actually released, the pressing torque is still applied, so that the pressing torque is steeply transmitted to, for example, the axle 26, and the drive shaft torque, which is the torque on the axle 26, is changed (t2a). See after that point). This fluctuation in drive shaft torque is equivalent to vehicle vibration. When the non-P operating position is determined as the control shift (see t3a time point), the pressing torque is gradually reduced at a predetermined rate so as to be the value of the torque arbitration result in the non-P operating position (see t3a time point and thereafter). In this embodiment, the parking lock release complete state is referred to as a P lock release complete state.

FIG. 8 is a comparative example showing a phenomenon when vibration damping control by the second motor MG2 is executed at the P operation position in order to suppress vehicle vibration caused by the pressing torque when the P lock state is actually released. It is a figure of. In FIG. 8, when the control shift is in the P operation position, the pressing torque is applied as a countermeasure against the rattling noise caused by the fluctuation of the engine rotation speed Ne. In addition, in preparation for the shift operation from the P operation position to the non-P operation position, the request flag for vibration suppression control by the second motor MG2 is turned on when the P operation position is in place and the pressing torque is applied. Has been done. When the shift operation from the P operation position to the non-P operation position is performed (see the time point t1b), the P lock state is actually released (see the time point t2b). When the P-lock state is actually released, fluctuations in the drive shaft torque due to the pressing torque are generated, but this fluctuation in the drive shaft torque is suppressed by the vibration damping control by the second motor MG2, and vehicle vibration is generated. It is suppressed (see after t2b). When the non-P operating position is determined as the control shift (see t3b), the pressing torque is gradually reduced at a predetermined rate so as to be the value of the torque arbitration result in the non-P operating position (see after t3b). However, by executing the vibration damping control by the second electric motor MG2 when in the P operation position, it is a gear meshing portion that is not included in the power transmission path to which the pressing torque is transmitted, for example, a stepped portion. There is a possibility that a rattling noise may occur in a non-engaged gear or the like inside the transmission unit 20. The tooth-beating sound in FIG. 8 indicates the tooth-beating sound generated in the non-engaged gear inside the stepped transmission unit 20 due to a minute fluctuation of the vibration-damping torque in the vibration-damping control by the second electric motor MG2. In the vehicle 10 of the present embodiment, both the first rotary machine MG1 and the second rotary machine MG2 are in the no-load state, that is, the MG1 torque Tg and the MG2 torque Tm are both set to zero, and the continuously variable transmission 18 is in the neutral state. By doing so, the compound transmission 40 is put into the neutral state. Therefore, in the vehicle 10 of the present embodiment, when the vehicle is in the P operation position, the AT gear stage that can be started by the stepped transmission unit 20, that is, the AT gear stage that is suitable for starting the vehicle 10, is used, for example. The AT 1st gear stage is formed. The above-mentioned non-engaged gear inside the stepped transmission unit 20 is a gear that is not involved in the formation of the power transmission path of the AT 1st speed gear stage, and is inside the stepped transmission unit 20 when the AT 1st speed gear stage is formed. It is a gear that does not apply torque mechanically.

In contrast to the phenomenon that a rattling noise is generated due to the vibration damping control by the second electric motor MG2 as described above, the electronic control device 90 controls the vibration by the second rotary machine MG2 when the operation position POSsh is in the P operation position. When the shift operation from the P operation position to the non-P operation position is performed while prohibiting the vibration control, the parking lock mechanism 60 is ahead of the time when the parking lock mechanism 60 is in the P lock release complete state. When it is detected that the parking lock release notice state is in the P lock release completion state and the parking lock mechanism 60 detects that the parking lock release notice state is reached, the vibration damping control by the second rotary machine MG2 is started. do. In this embodiment, the parking lock release notice state is referred to as a P lock release notice state.

Specifically, in order to realize the control function of starting the vibration damping control from the time when the electronic control device 90 detects that it is in the P lock release notice state, the electronic control device 90 further includes a state determination means, that is, a state determination unit 98. I have.

The state determination unit 98 determines whether or not the control shift is the P operation position. This control shift is basically an operation position POSsh detected by the shift position sensor 84, but for example, when the operation position POSsh is the P operation position, the shift operation from the P operation position to the non-P operation position is performed. If this is done, the non-P operating position is set as the P operating position until the non-P operating position is detected by the shift position sensor 84 and the non-P operating position is determined as the control shift.

Further, when the state determination unit 98 determines that the control shift is in the P operation position, the state determination unit 98 determines whether or not the parking lock mechanism 60 is in the P lock release notice state. The state determination unit 98 determines whether or not the parking lock mechanism 60 is in the P lock release notice state based on the signal from the shift position sensor 84. Determining whether or not the P-lock release notice state is present is determining whether or not the P-lock release notice flag is present.

FIG. 9 is a diagram showing an outline of internal contacts in the shift position sensor 84. In FIG. 9, solid lines P, R, N, and D indicate the positions of the sensor members of the shift position sensor 84 interlocked with the shift lever 58. The operation position POSsh is the P operation position when the P terminal is on and the J terminal is on, and the R operation position is when the R terminal is on, the V terminal is on, and the J terminal is on in the shift position sensor 84. When the N terminal is on and the J terminal is on, the N operation position is set, and when the D terminal is on, the F terminal is on, and the J terminal is on, the D operation position is set. As described above, the shift position sensor 84 is an operation position sensor having a parking detection range for detecting the P operation position and a non-parking detection range for detecting the non-P operation position.

Further, in FIG. 9, the broken line Prel indicates the position where the P lock state is actually released when the shift operation from the P operation position to the R operation position is performed, that is, the parking lock mechanism 60 is in the P lock release complete state. Indicates the position to be used. The position in which the P-lock release is completed is between the range in which the shift position sensor 84 is set as the P operation position and the range in which the P operation position is set. As described above, in the shift position sensor 84, when the shift operation is performed from the P operation position to the non-P operation position, the position during the operation transition of the shift lever 58 sets the parking lock mechanism 60 in the P lock release completed state. It is an operation position sensor that is out of the parking detection range at a position closer to the P operation position than the position where the operation is performed.

The state determination unit 98 detects that the position during the operation transition of the shift lever 58 has changed from the parking detection range to the outside of the parking detection range by the shift position sensor 84, so that the parking lock mechanism 60 gives notice of P lock release. Detects that it is in a state. In the electronic control device 90, for example, when the P terminal is turned from on to off in the shift position sensor 84, or when the J terminal for detecting the P operation position in the shift position sensor 84 (see Jp in FIG. 9) is turned on. When it is turned off, the P lock release notice flag is turned on. When the shift operation from the P operation position to the non-P operation position is performed and the P lock release notice flag is turned on, the state determination unit 98 determines that the P lock release notice flag is present. In this way, the state determination unit 98 releases the P lock before the parking lock mechanism 60 is in the P lock release complete state when the shift operation from the P operation position to the non-P operation position is performed. Detects that it is in a notice state.

When the state determination unit 98 determines that the control shift is in the P operation position and the P lock release notice flag is not present, the vibration noise suppression unit 96 requests the vibration suppression control by the second rotary machine MG2. The flag is turned off to prohibit the vibration control. On the other hand, when the state determination unit 98 determines that the control shift is in the P operation position and the P lock release notice flag is present, the vibration noise suppression unit 96 controls the vibration by the second rotary machine MG2. The control request flag is turned on, and the vibration damping control by the second rotary machine MG2 is started from the time when it is determined that the P lock release notice flag is present.

FIG. 10 is a flowchart illustrating a main part of the control operation of the electronic control device 90, that is, a control operation for suppressing the generation of rattling noise associated with the execution of vibration damping control by the second electric motor MG2, for example, a vehicle. It is repeatedly executed while the vehicle is stopped at 10. FIG. 11 is an example of a time chart when the control operation shown in the flowchart of FIG. 10 is executed.

In FIG. 10, first, in step S10 corresponding to the function of the state determination unit 98 (hereinafter, step is omitted), it is determined whether or not the control shift is the P operation position. If the determination in S10 is affirmed, it is determined in S20 corresponding to the function of the state determination unit 98 whether or not there is a P lock release notice flag. If the determination of S20 is affirmed, the request flag for vibration damping control by the second rotating machine MG2 is turned on in S30 corresponding to the function of the vibration noise suppressing unit 96, and the vibration damping control is executed. If the judgment of S20 is denied, the request flag for vibration damping control by the second rotating machine MG2 is turned off in S40 corresponding to the function of the vibration noise suppressing unit 96. If the judgment of S10 is denied, the vibration damping control request corresponding to each control shift of the non-P operation position is determined in S50 corresponding to the function of the vibration noise suppressing unit 96, and the vibration damping control is controlled based on the judgment result. Is executed.

FIG. 11 shows the driver in the present embodiment in which the operating position POSsh changes from the P operating position to the non-P operating position in a state where the pressing torque by the second rotary machine MG2 is applied when the control shift is in the P operating position. The time chart when the shift operation is performed by is shown. In FIG. 11, when the control shift is in the P operation position, the pressing torque is applied as a countermeasure against the rattling noise caused by the fluctuation of the engine rotation speed Ne. When the shift operation from the P operation position to the non-P operation position is performed (see t1c time point), the P lock state is actually released (see t2c time point). In this embodiment, the request flag for vibration damping control by the second rotary machine MG2 is turned on by the P lock release notice flag before the P lock state is actually released (see the tnf time point), and the P lock release notice flag is turned on. The vibration damping control is started from the time of detection of (see after the time of tnf). When the P-lock state is actually released, the fluctuation of the drive shaft torque due to the pressing torque is suppressed by the vibration damping control by the second motor MG2, and the vehicle vibration is suppressed (see after t2c). Since the vibration damping control by the second electric motor MG2 is started after the shift operation from the P operating position to the non-P operating position is performed, it is caused by the damping torque that may occur when the P operating position is in position. The generation of rattling noise can be suppressed as much as possible. When the non-P operating position is determined as the control shift (see t3c time point), the pressing torque is gradually reduced at a predetermined rate so as to be the value of the torque arbitration result in the non-P operating position (see t3c time point and thereafter).

As described above, according to the present embodiment, when the shift operation from the P operation position to the non-P operation position is performed, P is performed before the time when the parking lock mechanism 60 is in the P lock release complete state. Since it is detected that the lock release notice state is detected and the vibration control control by the second electric motor MG2 is started from the time when the P lock release notice state is detected, the vibration control control is performed when the operation position POSsh is the P operation position. Is not executed as much as possible. Further, for example, when the pressing torque is output when the operation position POSsh is the P operation position, vehicle vibration may occur when the parking lock mechanism 60 is in the P lock release complete state. On the other hand, since the vibration damping control is started before the time when the parking lock mechanism 60 is in the P lock release complete state, such vehicle vibration can be suppressed by the vibration damping control. Therefore, it is possible to suppress the generation of rattling noise associated with the execution of vibration damping control that can suppress the vehicle vibration when the P-lock state is released.

Further, according to the present embodiment, when the operation position POSsh is in the P operation position, the second rotary machine MG2 is controlled so as to output the pressing torque, so that the tooth striking caused by the fluctuation of the engine rotation speed Ne Sound can be suppressed appropriately. Further, due to the vibration damping control started before the time when the parking lock mechanism 60 is in the P lock release complete state, it can be generated by the pressing torque when the parking lock mechanism 60 is in the P lock release complete state. Vehicle vibration is suppressed. Therefore, when the operation position POSsh is in the P operation position, it is possible to suppress the vehicle vibration when the P lock state is released while suppressing the generation of rattling noise due to the execution of vibration damping control as much as possible. can.

Further, according to the present embodiment, the shift position sensor 84 detects that the position of the shift lever 58 during the operation transition is out of the parking detection range from the parking detection range, so that the P lock release notice state is detected. Therefore, the parking lock mechanism 60 can appropriately detect the P lock release notice state before the time when the P lock release completion state is reached.

Next, another embodiment of the present invention will be described. In the following description, the same reference numerals are given to the parts common to each other in the examples, and the description thereof will be omitted.

In the first embodiment described above, the parking lock mechanism 60 is mechanically connected to the shift lever 58 via the connecting mechanism 68. In this embodiment, as shown in FIG. 12, the parking lock mechanism 60 is not mechanically connected to the shift lever 58 via the connecting mechanism 68, and is instructed by the electronic control device 90 according to the operation position POSsh. It is actuated by a driven actuator 104.

FIG. 12 is a diagram illustrating a schematic configuration of a vehicle drive device 102 provided in a hybrid vehicle 100 to which the present invention is applied, and also describes a main part of a control system for various controls in the hybrid vehicle 100. It is a figure. In FIG. 12, the hybrid vehicle 100 includes an actuator 104, an actuator operation sensor 108, and an operating load sensor 110.

The actuator 104 is connected to the other end of the parking rod included in the switching member 66, and moves the parking rod. When the shift lever 58 is operated to the P operation position, the actuator 104 is controlled by the electronic control device 90 so that the cam is urged toward the parking lock pole 64, and the switching member 66 is operated. As a result, the parking lock pole 64 is moved to the parking lock gear 62 side. When the parking lock pole 64 is moved to a position where it meshes with the parking lock gear 62, the output shaft 22 is fixed non-rotatably together with the parking lock gear 62, and the drive wheel 28 that rotates in conjunction with the output shaft 22 is fixed non-rotatably. To. As described above, the hybrid vehicle 100 is a vehicle that employs a shift-by-wire system in which the parking lock mechanism 60 is operated by the actuator 104.

The actuator actuating sensor 108 detects the actuating position POSact, which is the position of the actuator 104 as the state of the actuator 104. The operating load sensor 110 detects the operating load Lsh when the shift lever 58 is operated.

The electronic control device 90 drives the actuator 104 when the shift operation from the non-P operation position to the P operation position is performed, and issues a command Sact for switching the parking lock mechanism 60 from the non-P lock state to the P lock state. Output to the actuator 104. The electronic control device 90 drives the actuator 104 when the shift operation from the P operation position to the non-P operation position is performed, and issues a command Sact for switching the parking lock mechanism 60 from the P lock state to the non-P lock state. Output to the actuator 104.

In the electronic control device 90, instead of the above-described first embodiment, the state of the actuator 104 is a predetermined operating position before the operating position POSact that sets the parking lock mechanism 60 in the P-lock release completed state. By detecting, it is detected that the parking lock mechanism 60 is in the P lock release notice state.

Alternatively, instead of the first embodiment described above, the electronic control device 90 detects a predetermined operating load indicating a shift operation from the P operating position to the non-P operating position by the operating load sensor 110. , Detects that the parking lock mechanism 60 is in the P lock release notice state.

According to this embodiment, the same effect as that of the above-mentioned Example 1 can be obtained. In particular, according to the present embodiment, in the hybrid vehicle 100 provided with the parking lock mechanism 60 operated by the actuator 104 driven by the command Sact of the electronic control device 90 according to the operation position POSsh, the state of the actuator 104 is parked. Since it is detected that the operating position is a predetermined amount before the operating position POSact that sets the lock mechanism 60 in the P-unlock release completed state, the P-unlock release notice state is detected, so that the parking lock mechanism 60 releases the P-lock. It is possible to appropriately detect the P-unlock release notice state before the completion state.

Further, according to the present embodiment, since the operation load sensor 110 detects a predetermined operation load indicating a shift operation from the P operation position to the non-P operation position, the P lock release notice state is detected, so that parking is performed. The P-unlock release notice state can be appropriately detected before the lock mechanism 60 reaches the P-lock release complete state.

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

For example, in the above-described first embodiment, an operating load sensor for detecting the operating load when the shift lever 58 is operated is provided, and the operating load sensor is predetermined to indicate a shift operation from the P operating position to the non-P operating position. When the predetermined operating load is detected, it may be detected that the parking lock mechanism 60 is in the P-lock release notice state.

Further, in the above-mentioned Example 2, in the electronic control device 90, as in the above-mentioned Example 1, the position of the shift lever 58 during the operation transition is changed from the parking detection range to the outside of the parking detection range by the shift position sensor 84. It may be detected that the parking lock mechanism 60 is in the P-lock release notice state by detecting that.

Further, in the second embodiment described above, the electronic control device 90 outputs a command Sact for switching the parking lock mechanism 60 from the P-locked state to the non-P-locked state to the actuator 104, so that the parking lock mechanism 60 is P-locked. It may be detected that it is in the cancellation notice state.

Further, in the above-described embodiment, the present invention has been described by exemplifying the combined transmission 40, but the present invention is not limited to this embodiment. For example, the present invention can be applied to a vehicle that does not have a stepped speed change unit 20 but has an engine 14, a first rotary machine MG1, a second rotary machine MG2, a differential mechanism 32, and a parking lock mechanism 60. can. That is, the present invention can be applied even to a vehicle having a continuously variable transmission unit 18 as a transmission. In such a vehicle, for example, the parking lock gear 62 is provided so as to rotate integrally with the intermediate transmission member 30. By executing vibration damping control by the second motor MG2 while in the P operation position, it is a gear meshing portion that is not included in the power transmission path to which the pressing torque is transmitted, for example, the parking lock gear 62. There is a possibility that a rattling noise may be generated at a portion where the vehicle and the parking lock pole 64 are engaged with each other. Such a phenomenon can also occur in the hybrid vehicles 10, 100.

Further, in the above-described embodiment, the vehicle 10 has a differential mechanism 32 which is a single pinion type planetary gear device, and includes a stepless speed change unit 18 which functions as an electric speed change mechanism. Not limited to. For example, the stepless speed change unit 18 may be a speed change mechanism whose differential action can be limited by the control of a clutch or a brake connected to a rotating element of the differential mechanism 32. Further, the differential mechanism 32 may be a double pinion type planetary gear device. Further, the differential mechanism 32 may be a differential mechanism having four or more rotating elements by connecting a plurality of planetary gear devices to each other. Further, even if the differential mechanism 32 is a differential gear device in which a pinion driven to be rotated by an engine 14 and a pair of bevel gears meshing with the pinion are connected to a first rotary machine MG1 and an intermediate transmission member 30, respectively. good. Further, in the differential mechanism 32, in a configuration in which two or more planetary gear devices are interconnected by some rotating elements constituting the planetary gear device, the engine, the rotating machine, and the drive wheel are respectively connected to the rotating elements of the planetary gear device. It may be a mechanism that is connected so that power can be transmitted.

Further, in the above-described embodiment, as a transmission that constitutes a part of the power transmission path between the intermediate transmission member 30 and the drive wheel 28, a stepped transmission unit 20 that is a planetary gear type automatic transmission has been exemplified. However, the present invention is not limited to this aspect. For example, the transmission includes a synchronous meshing parallel two-axis automatic transmission, a known DCT (Dual Clutch Transmission) which is a synchronous meshing parallel two-axis automatic transmission and has two input shafts, and a belt type. It may be an automatic transmission such as a known continuously variable transmission, such as a mechanical continuously variable transmission. When this transmission is a continuously variable transmission and the combined transmission 40 as a whole shifts like a stepped transmission, the gear ratio of the transmission is a gear formed in a pseudo manner such as a simulated gear stage. It is the gear ratio of the gear.

Further, in the above-described embodiment, an embodiment in which 10 types of simulated gear stages are assigned to 4 types of AT gear stages has been exemplified, but the embodiment is not limited to this mode. Preferably, the number of simulated gear stages may be equal to or greater than the number of AT gear stages, and may be the same as the number of AT gear stages, but it is desirable that the number is larger than the number of AT gear stages, for example, twice. The above is appropriate. The shift of the AT gear stage is performed so that the rotation speed of the intermediate transmission member 30 and the second rotary machine MG2 connected to the intermediate transmission member 30 is maintained within a predetermined rotation speed range, and is simulated. The gear shift is performed so that the engine rotation speed Ne is maintained within a predetermined rotation speed range, and the number of each of these gears is appropriately determined.

It should be noted that the above is only one embodiment, and the present invention can be carried out in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Hybrid vehicle 14: Engine 22: Output shaft (rotating member that rotates with the drive wheels)
28: Drive wheel 30: Intermediate transmission member (transmission member)
32: Differential mechanism 58: Shift lever (shift operation member)
60: Parking lock mechanism 68: Connection mechanism 84: Shift position sensor (operation position sensor)
90: Electronic control device (control device)
100: Hybrid vehicle 104: Actuator 110: Operation load sensor MG1: First rotary machine MG2: Second rotary machine

Claims (5)

A differential mechanism that divides the engine, a first rotary machine, and a transmission member for transmitting power to the first rotary machine and drive wheels, and a second rotation connected to the transmission member. The machine, a parking lock mechanism that switches between a parking lock state in which a rotating member that rotates with the drive wheel is fixed so as not to rotate, and a non-parking lock state in which the rotating member is rotatable, and rotation of the second rotating machine. A control device that detects fluctuations in speed and executes vibration suppression control that suppresses vehicle vibration by outputting torque that is in the opposite phase to the fluctuations from the second rotary machine so as to suppress the fluctuations. It ’s a hybrid vehicle equipped with
When the operation position of the shift operation member operated by the driver is in the parking operation position for selecting the parking lock state, the control device prohibits the vibration suppression control and from the parking operation position to the non-parking. When the shift operation to the non-parking operation position for selecting the locked state is performed, the parking lock mechanism is in the parking lock release complete state in which the switching from the parking lock state to the non-parking lock state is completed. Prior to the time when the parking lock mechanism was detected to be in the parking lock release notice state in which the parking lock release was completed, and when the parking lock mechanism was detected to be in the parking lock release notice state. A hybrid vehicle characterized in that the vibration damping control is started from. When the operation position of the shift operation member is in the parking operation position, the control device has a mutual tooth surface at a gear meshing portion in a power transmission path capable of transmitting the power of the second rotary machine. The first aspect of claim 1, wherein the second rotary machine is controlled so as to output a pressing torque for pressing one against the other to suppress a rattling noise caused by a fluctuation in the rotational speed of the engine. Hybrid vehicle. It has a parking detection range for detecting the parking operation position and a non-parking detection range for detecting the non-parking operation position, and the position during the operation transition of the shift operation member sets the parking lock mechanism in the parking lock release completed state. It is equipped with an operation position sensor that is out of the parking detection range at a position closer to the parking operation position than the position to be.
In the control device, the operation position sensor detects that the position of the shift operation member during the operation transition is from within the parking detection range to outside the parking detection range, so that the parking lock mechanism causes the parking. The hybrid vehicle according to claim 1 or 2, wherein it detects that it is in an unlocked notice state. The parking lock mechanism is operated by an actuator driven by a command of the control device according to an operation position of the shift operation member.
The control device drives the actuator to switch the parking lock mechanism from the parking lock state to the non-parking lock state when the shift operation from the parking operation position to the non-parking operation position is performed. There is, and the parking lock mechanism is in the parking lock release notice state by detecting that the state of the actuator is a position predetermined amount before the position in which the parking lock release complete state is set. The hybrid vehicle according to claim 1 or 2, characterized in that it detects that. It is equipped with an operating load sensor that detects the operating load when the shift operating member is operated.
In the control device, the parking lock mechanism is in the parking lock release notice state when a predetermined operating load indicating a shift operation from the parking operation position to the non-parking operation position is detected by the operation load sensor. The hybrid vehicle according to claim 1 or 2, wherein the hybrid vehicle is characterized in that the above is detected.

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