JPH11220809A - Drive control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To positively prevent a vehicle from reversing when an internal engine is started by transferring the torque of an electric motor to the internal engine via a driving mechanism. SOLUTION: In a drive control device of a hybrid vehicle where the output torque of an electric motor can be transferred to an internal engine and an output member via a driving mechanism and the output member is connected to a speed regulation mechanism, a start judgment means (step 002) for judging the establishment of a start request for starting the above internal engine due to the output torque of the above electric motor and a reverse prevention means (step 005) for setting to a speed regulation state where the output element of the above speed regulation mechanism does not rotate in a reverse drive direction are provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force in a hybrid vehicle having, as power sources, an internal combustion engine such as a gasoline engine or a diesel engine and an electric motor operated by electric power such as a motor or a motor generator to output torque. The present invention relates to a device for controlling

[0002]

2. Description of the Related Art An example of this type of hybrid device is described in Japanese Patent Application Laid-Open No. Hei 9-193676. The device described in this publication connects a motor / generator to one element of a planetary gear mechanism constituting a combined power distribution mechanism, and connects an internal combustion engine to another rotating element via an input clutch. , And an output member connected to another rotating element. Since the planetary gear mechanism performs a differential action and the internal combustion engine can be selectively connected to the planetary gear mechanism, traveling by the electric motor, traveling by the electric motor and the internal combustion engine, traveling by the internal combustion engine and power generation, Various drive modes (patterns) such as running in which the torque of the internal combustion engine is amplified by the electric motor can be set.

Further, a transmission capable of setting a plurality of shift speeds is connected to the above-described conventional hybrid device. Then, since the output torque of the electric motor can be transmitted to the internal combustion engine via the composite distribution mechanism, by connecting the internal combustion engine to the composite distribution mechanism with the transmission not transmitting power such as neutral, An operation mode for starting the internal combustion engine is set.

[0004]

A vehicle equipped with the above-described hybrid device has been developed mainly for the purpose of preventing deterioration of exhaust gas and improving fuel efficiency, and therefore has a low driving force and a large driving force. Is basically started by an electric motor. However, when the state of charge of the battery is reduced, or when a large driving force is required due to a steep ascending road, the vehicle starts using not only the output torque of the electric motor but also the output torque of the internal combustion engine. There is a need.
That is, the vehicle starts at the same time as the start of the internal combustion engine.

[0005] In the above-described conventional apparatus, when the internal combustion engine is started by being rotated by an electric motor, the transmission is set to a state in which transmission of power such as neutral is interrupted. Therefore, when the internal combustion engine is started at the time of starting, a neutral state is set once for starting the internal combustion engine, and a shift speed for starting is set after the start of the internal combustion engine is completed. Therefore, when starting with the start of the internal combustion engine, the shift from neutral to the forward gear after the start of the internal combustion engine is performed, so that the time from when the start operation is performed to when the vehicle actually starts to travel is performed. Delay may occur.

Further, in the above-mentioned conventional apparatus, when the internal combustion engine is started by the electric motor, the rotation of the output member can be prevented by a rotation preventing means such as a parking brake. The transmission can be set to the forward gear when starting the engine. However, when the internal combustion engine is started by the electric motor via the composite distribution mechanism, the electric motor is rotated in the reverse direction. Therefore, when the reaction force (frictional force, etc.) associated with rotating the internal combustion engine is large, the composite distribution mechanism is used. The torque in the reverse rotation direction input to the transmission increases. Therefore, when the braking force is weak, the vehicle may move backward. Also, when torque in the reverse rotation direction is input to the transmission while the forward gear is set in the transmission, torque is generated in the output shaft of the transmission in the reverse rotation direction, and then the internal combustion engine is started. When the vehicle travels forward after completion, a torque in the forward rotation direction is generated on the output shaft, so that the torque change of the output shaft becomes large, and the shock at the time of starting may be deteriorated.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and is directed to a hybrid vehicle that can prevent the vehicle from moving backward and the shock from becoming worse when the internal combustion engine is started. It is an object to provide a drive control device.

[0008]

In order to solve the above-mentioned problems, the invention according to claim 1 is capable of transmitting an output torque of an electric motor to an internal combustion engine and an output member via a transmission mechanism. And a start control means for judging whether a start request for starting the internal combustion engine based on the output torque of the electric motor is established, and the start request being satisfied. When determined by the starting determination means,
Reverse movement preventing means for setting a shift state in which the output element of the transmission mechanism does not rotate in the reverse traveling direction.

According to a second aspect of the present invention, in the configuration of the first aspect of the present invention, the start determining means determines that a manual operation for forward running has been performed and determines whether the start request is satisfied. It is characterized by including means for performing.

[0010] In the hybrid vehicle targeted by the present invention, the electric motor and the internal combustion engine are connected to the transmission mechanism.
Since the output torque of the electric motor can be transmitted to the internal combustion engine via the transmission mechanism, the internal combustion engine can be started by rotating the internal combustion engine with the output torque of the electric motor. Therefore, according to the first or second aspect of the invention, when there is a request to start the internal combustion engine, particularly when there is a request to start the internal combustion engine at the time of starting the hybrid vehicle, it is connected to the output side of the transmission mechanism. Is set in a state in which the output element of the transmission mechanism does not rotate in the reverse traveling direction. Therefore, for example, when starting the internal combustion engine by rotating the electric motor in the reverse direction, even if the torque of the reverse rotation direction is temporarily generated in the output of the transmission mechanism due to the large resistance force of the internal combustion engine, the torque in the reverse rotation direction is Is not output from the transmission mechanism. That is, the vehicle does not move backward. Further, in this case, if the speed change mechanism is set to a forward speed that can prevent the vehicle from traveling backward, it is not necessary to execute a speed change after the internal combustion engine is started, so that a delay in starting can be prevented.

[0011]

Next, the present invention will be described more specifically with reference to the drawings. The present invention is a drive control device for a hybrid vehicle that uses an electric motor and an internal combustion engine as power sources. Here, the internal combustion engine is essentially a power source that outputs power by burning fuel, specifically, a gas engine using a gas fuel such as a gasoline engine or a diesel engine or hydrogen gas, and the like. Further, the type is not limited to the reciprocating engine, but may be a turbine engine or the like. In the following description, the internal combustion engine is referred to as "engine".

The electric motor may be any power source having a function of operating and outputting power, and various motors such as a fixed magnet type synchronous motor and a DC motor can be used. A motor / generator having a function of generating electric power by being driven by the motor can be used. Further, an electric motor and a generator can be used together. The example described below is an example using a motor generator as the electric motor.

[0013] The hybrid vehicle to which the present invention is applied is:
This is a hybrid vehicle in which an internal combustion engine is rotated by an output of an electric motor, and fuel is supplied when the rotation speed of the internal combustion engine reaches a predetermined rotation speed to start the internal combustion engine. That is, the internal combustion engine and the electric motor are connected to the transmission mechanism, the internal combustion engine is driven by the output torque of the electric motor, and the output torque of the electric motor and the internal combustion engine is synthesized and output by the transmission mechanism. The torque can be distributed between the electric motor and the transmission by the transmission mechanism. Therefore, this transmission mechanism can be constituted by a planetary gear mechanism.

The transmission mechanism connected to the output side of the transmission mechanism may be a manual transmission that changes the gear ratio by manual operation or an automatic transmission whose gear ratio is controlled in accordance with a running state such as vehicle speed and engine load. Can be used. Not only a stepped transmission in which the speed ratio is changed stepwise but also a continuously variable transmission in which the speed ratio continuously changes can be used. The following example shows an example using an automatic transmission.

FIG. 2 shows an overall configuration of a drive device in a hybrid vehicle according to the present invention, which includes an engine 1 and a motor generator 2 as power sources. The engine 1 includes an electronic throttle valve 3 whose throttle opening increases in accordance with the depression amount of an accelerator pedal (not shown).
An electronic throttle electronic control unit (electronic throttle ECU) 4 for mainly controlling the opening of the electronic throttle is provided. The electronic control unit 4 is configured to receive an accelerator opening signal indicating an amount of depression of an accelerator pedal, and to output a throttle opening signal based on the accelerator opening signal to the electronic throttle valve 3. I have. The characteristic value that determines the relationship between the accelerator opening and the throttle opening is configured to be changed in accordance with the state of the vehicle or by a manual operation of the driver. An engine electronic control unit (engine ECU) 5 for controlling the engine 1 is provided.

The motor / generator 2 energizes the coil to rotate the rotor to generate an output torque on a rotating shaft 6 integral with the rotor. It has a known configuration in which an electromotive force is generated. A battery 8 is connected to the motor / generator 2 via an inverter 7. To control the rotation of the motor / generator 2, an electronic control unit (M / G-ECU) 9 for the motor / generator is connected to the inverter 7.

The engine 1 and the motor / generator 2 are connected to a torque synthesizing and distributing mechanism 10 corresponding to a transmission mechanism of the present invention. The torque combining and distributing mechanism 10 mainly includes a single pinion type planetary gear mechanism 11 and two clutches Ci and Cd. A sun gear 12, which is a first rotating element of the planetary gear mechanism 11, is connected to the rotating shaft 6 of the motor / generator 2. A carrier (third) holding a pinion gear disposed between the sun gear 12 and a ring gear (corresponding to a second rotating element) 13 which is an internal gear disposed concentrically with the sun gear 12. A member such as a shaft (corresponding to a rotating element) 14 or a shaft (not shown) integrated with the carrier 14 is an output member.

An input clutch C for selectively connecting the ring gear 13 and an output shaft 1A of the engine 1 to each other.
i is located. Further, an integral clutch Cd for connecting any two rotating elements (specifically, the sun gear 12 and the carrier 14) in the planetary gear mechanism 11 to integrate the entire planetary gear mechanism 11 is provided. Incidentally, these clutches Ci and Cd are constituted by friction clutches which are engaged by hydraulic pressure.

The carrier 14 is connected to a transmission 15. The transmission 15 is an automatic transmission capable of setting four forward speeds and one reverse speed, and mainly includes three single pinion type planetary gear mechanisms and a plurality of friction engagement devices. It is configured. The gear train is shown in FIG.

First to third planetary gear mechanisms 16, 1
7 and 18 are sun gears S1, S2 and S3, ring gears R1, R2 and R3, and carriers K1 and K2, respectively.
, K3 rotatably supported by the sun gears S1,
It has pinions P1, P2, P3 meshed with S2, S3 and ring gears R1, R2, R3.
The sun gear S1 of the first planetary gear mechanism 16 and the sun gear S2 of the second planetary gear mechanism 17 are integrally connected to each other, and the above-mentioned ring gear R1, carrier K2 and carrier K3 are integrally formed. The carrier K3 is connected to the output shaft 19. Also,
A ring gear R2 is integrally connected to the sun gear S3. A first clutch C1 is provided between the ring gear R2 and the sun gear S3 and the input shaft 20, and a second clutch C2 is provided between the sun gear S1 and the sun gear S2 and the input shaft 20. The input shaft 20 is connected to the carrier 14 of the planetary gear mechanism 11 constituting the torque combining and distributing mechanism 10 described above.

A first brake B1 in the form of a band for stopping the rotation of the sun gear S1 and the sun gear S2 is provided on the housing 21 as braking means. The sun gear S1 and the sun gear S2 and the housing 21
, A first one-way clutch F1 and a second brake B2 are provided in series. The first one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in a direction opposite to the rotational direction of the input torque.

A third brake B3 is provided between the carrier K1 and the housing 21, and a fourth brake B4 and a second one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 21. Have been. This second
The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction. The clutches C1, C2 and the brakes B1, B2, B3,
B4 is a hydraulic friction engagement device in which the friction material is engaged by the action of hydraulic pressure.

A transmission electronic control unit (T / M-ECU) 22 is provided for controlling these friction engagement devices to set each gear position according to the running state. Signals indicating the state of the vehicle, such as a brake signal and a shift range signal, are input to the electronic control unit 22.

The above-mentioned electronic control units 4, 5,
Reference numerals 9 and 22 are connected to the hybrid electronic control device 23 so as to enable data communication. A signal indicating the state of the vehicle, such as a brake signal, is input to the hybrid electronic control device 23, and the other electronic control devices 4, 5, 9, and 2 are further input.
2 are configured to communicate data with each other.

FIG. 4 shows a traveling mode which can be set by the driving device shown in FIG.
The mark indicates the engaged state, and the cross indicates the released state. FIG. 5 is a diagram showing an engaged / disengaged state of the friction engagement device for setting each speed stage of the transmission 15 shown in FIG. 3, and in FIG. Indicates that they are not related to torque transmission, the black circles indicate that they are engaged to apply engine braking, and the blanks indicate released states.

A brief description of each traveling mode will be given below. The motor traveling mode is a mode in which the vehicle travels only by the output of the motor generator 2, in which the input clutch Ci is released or semi-engaged, or temporarily. And the integral clutch Cd is engaged. Therefore, the entire planetary gear mechanism 11 is integrated, so that the motor / generator 2 is directly connected to the transmission 15, and the motor torque is input to the transmission 15.

The engine running mode is a mode in which the vehicle runs by the output of the engine 1 and generates electric power as required. In this case, by setting both the input clutch Ci and the integral clutch Cd to the engaged state, the engine 1 is connected to the ring gear 13 and the planetary gear mechanism 1 is connected.
1 is integrated. Therefore, the output torque of the engine 1 is transmitted to the integrated planetary gear mechanism 11 and is transmitted to the transmission 15 therefrom. on the other hand,
Since the motor / generator 2 is connected to the integrated planetary gear mechanism 11, the motor / generator 2 can be rotated by the engine 1 to generate power. Also, since the torque output from the motor generator 2 can be transmitted from the planetary gear mechanism 11 to the transmission 15, the output torque of the engine 1 and the output torque of the motor generator 2 are combined and output. Can be.

Next, the assist mode will be described. The above-described torque combining and distributing mechanism 10 includes the planetary gear mechanism 1
1, the planetary gear mechanism 11 performs a differential action, so that the output torque can be variously changed. Therefore, in this assist mode, in order to cause the planetary gear mechanism 11 to perform a differential action, the integral clutch Cd is released, the input clutch Ci is engaged, and the engine 1 Be linked. In this case, the carrier 14 connected to the transmission 15 is an output element, the ring gear 13 is an input element, and the sun gear 12 is a reaction element.

In this state, if the output torque of the engine 1 is transmitted to the ring gear 13 and the sun gear 12 is rotated in reverse with the motor / generator 2, the carrier 14 is stopped or rotates at a lower speed than the ring gear 13. . That is, if the motor generator 2 is rotated in the reverse direction so that the carrier 14 is stopped, the stopped state can be maintained, and the motor generator 2 and the sun gear 12 connected to the motor generator 2 can be rotated in the reverse direction. If the number of rotations in the direction is gradually reduced, the carrier 14
Rotates in the same direction as the engine 1, and the number of revolutions gradually increases. Therefore, the torque generated in the carrier 14 is
The torque is obtained by adding the reaction torque of the motor / generator 2 to the output torque of the engine 1, or the torque is increased according to the gear ratio of the planetary gear mechanism 11. As a result, the engine torque is increased by the motor torque. State.

Further, in the neutral mode, the transmission 1
5, no torque is input, and both the input clutch Ci and the integrated clutch Cd are released. Therefore, in the planetary gear mechanism 11, the output torque is not input to the transmission 15 even if the engine 1 or the motor / generator 2 rotates, because the ring gear 13 idles and torque is lost therefrom. That is, a neutral state is generated in which no drive torque is generated.

As described above, the engine 1 can be selectively connected to the planetary gear mechanism 11 constituting the torque combining / distributing mechanism 10, and the planetary gear mechanism 11 performs a differential action. The engine 1 can be started by transmitting the output torque of the motor generator 2 to the engine 1. FIG. 6 shows the situation by the alignment chart of the planetary gear mechanism 11, and the line denoted by reference character a indicates a stopped state in which both the motor generator 2 and the engine 1 are stopped. On the other hand, the line denoted by reference character b indicates a state where the motor / generator 2 is rotated in the reverse direction while the engine 1 is being rotated by the motor / generator 2 while the vehicle is stopped. That is, when the sun gear 12 is rotated reversely while the carrier 14 in the planetary gear mechanism 11 is fixed, the ring gear 13 rotates forward. Therefore, by engaging the input clutch Ci, the torque for starting the engine is transmitted to the engine 1. In this case, if the load applied from the engine 1 to the ring gear 13 is relatively large with respect to the load that prevents the carrier 14 from rotating in the reverse direction, the carrier 14 and the input shaft 20 of the transmission 15 connected to the carrier 14 rotate in the reverse direction. there's a possibility that. Therefore, the drive control device according to the present invention controls the start of the engine 1 as described below.

FIG. 1 is a flowchart showing an example of a start control routine of the engine 1. First, it is determined whether or not a flag indicating that the engine 1 is being started is ON (step 001). This flag is
This flag is turned on by starting the start control of. If a negative determination is made in step 001 because the engine 1 is stopped, it is determined whether there is a request to start the engine 1 (step 002).
Specifically, the start request of the engine 1 is represented by reference numeral 00 in FIG.
As indicated by 2a, the shift range is switched from the neutral (N) range to the drive (D) range, the shift range is the drive (D) range, and an OFF signal for releasing the brake is output. The determination can be made by detecting that the accelerator pedal is depressed (accelerator ON) or the like while the drive (D) range is selected. Therefore, step 002 corresponds to the start determination means of the present invention.

If a negative determination is made in step 002 because there is no request to start the engine 1, the routine returns without performing any particular control. On the other hand, if an affirmative determination is made, the process proceeds to step 003 and the engine is being started. Turn on the flag. This step 003 is also executed when an affirmative determination is made in step 001.

After step 003, it is determined whether or not the hill hold control is being performed (step 004). If a negative determination is made in step 004 because the hill hold control has not been performed, the process proceeds to step 005 to execute the hill hold control. If a positive determination is made in step 004 because the hill hold control has already been performed, step 005 is skipped and step 00 is skipped.
Proceed to 6.

Here, this hill hold control is, in short,
This is a control for preventing the vehicle from moving backward.
Output shaft 19 and a drive shaft connected thereto (not shown)
And so on so that they do not rotate in the reverse running direction. In the hybrid vehicle having the transmission 15 having the gear train described above, specifically, although the vehicle is starting,
Set the second speed. That is, the first clutch C1 and the third brake B3 are engaged. When a torque in the reverse rotation direction is applied to the input shaft 20 (that is, the ring gear R2 in the second planetary gear mechanism 17 and the sun gear S3 in the third planetary gear mechanism 18) in the second speed state, the entire gear train is fixed. You.

FIG. 7 is a collinear diagram for the transmission 15. That is, when a torque in the reverse rotation direction is applied to the input shaft 20 in a state where the carrier K1 of the first planetary gear mechanism 16 is fixed by engaging the third brake B3, the thick solid line shown in FIG. Try to rotate clockwise around. Accordingly, the second one-way clutch F2 is engaged, and the reverse rotation of the ring gear R3 in the third planetary gear mechanism 18 is prevented. As a result, when torque in the reverse rotation direction is applied to the input shaft 20, the two rotating elements of the carrier K1 and the ring gear R3 are fixed, so that the entire gear train is fixed and the output shaft 1
9 does not rotate backward. Of course, the input shaft 20 and the carrier 14 of the torque synthesizing and distributing mechanism 10 connecting the input shaft 20 do not reversely rotate, but are substantially fixed. Therefore, step 005 corresponds to the reverse movement prevention means of the present invention.

Step 0 following the above hill hold control
At 06, it is determined whether or not the input clutch Ci is engaged. When the input clutch Ci is in the released state and
If a negative determination is made in step 6, the input clutch Ci is engaged (step 007). Specifically, the input clutch C
Supply hydraulic pressure to i.

With the hill hold control and the engagement control of the input clutch Ci thus performed, the motor generator 2 is swept down in the reverse rotation direction (step 008). That is, motor generator 2
Is gradually rotated backward from the stopped state. At the same time, a guard process is performed so that the rotation speed of the motor / generator 2 does not fall below a predetermined lower limit (step 00).
9).

As described with reference to FIG. 6, when the carrier 14 in the torque combining and distributing mechanism 10 is fixed and the motor / generator 2 is rotated in the reverse direction, the ring gear 13 and the ring gear 13 are connected to each other via the input clutch Ci. An engine 1 is rotated in a forward rotation direction. When the engine 1 is rotated by the motor / generator 2 in this manner, even if the resistance (load) by the engine 1 is large, the hill hold control described above is executed, so that the carrier 14 and the carrier 14 are connected. A transmission 1
5 does not rotate in the reverse direction.

When the rotational speed of the engine 1 reaches an idle rotational speed or a rotational speed slightly lower than the idle rotational speed, the fuel is supplied and ignited to start the engine 1 substantially. The start of the engine 1 is detected based on the engine speed, the current value in the inverter 7, and the like, and the completion of the start of the engine 1 is determined (step 01).
0). The routine returns when a negative determination is made in step 010 because the start of the engine 1 has not been completed. On the other hand, when the start of the engine 1 is completed and an affirmative determination is made in step 010, the engine start flag is set to OF.
F is set (step 011), and the hill hold control is released (step 012). Note that when the hill hold control is released, the transmission 15 is controlled based on the running state of the vehicle (specifically, the vehicle speed, the throttle opening, or the accelerator opening), and when the engine 1 is started to start. The first speed is set.

FIG. 8 is a time chart during the above-described engine start control. When the engine start request is satisfied at time t1, hill hold control such as setting the second speed is performed, and at the same time, a command signal for engaging the input clutch Ci is output. Further, the motor / generator 2 is controlled in the reverse rotation direction, and the engine speed gradually increases as the speed of the motor / generator 2 increases. Then, the hill hold control is released at time t2 when the start of the engine 1 is completed by the supply and ignition of the fuel to the engine 1, and
In addition, the rotation speed of the motor / generator 2 in the reverse rotation direction is maintained constant.

The present invention can be applied to a hybrid vehicle provided with a continuously variable transmission instead of the above-mentioned stepped automatic transmission. FIG. 9 shows an example thereof, in which a belt-type continuously variable transmission is employed as a transmission mechanism. Hereinafter, a specific description will be given.

In the torque combining and distributing mechanism 10 of the hybrid vehicle shown in FIG. 9, an integrated clutch Cd is arranged so as to connect the carrier 14 and the ring gear 13. Further, a one-way clutch F0 is provided between the carrier 14 and a fixed member such as the housing Hu to be engaged when a reverse torque is applied to the carrier 14.

Engine 1 and motor generator 2
Are arranged on the same axis, the drive pulley 31 of the continuously variable transmission 30 constituting the transmission mechanism is arranged on the same axis as these, and the driven pulley 31 is arranged in parallel with the drive pulley 30. Pulley 30, 3
A belt 32 is wound around 1. Each of the pulleys 30 and 31 is composed of a fixed sheave and a movable sheave, and changes the groove width, that is, the winding radius of the belt 33 by moving the movable sheave in the axial direction. And the speed ratio, ie, the gear ratio, is continuously changed.

The driven pulley 31 is connected to a forward / reverse switching mechanism 34. The forward / reverse switching mechanism 34 is constituted by a double pinion type planetary gear mechanism 35, and the sun gear 36 is integrally connected to the driven pulley 31. A ring gear 37 is arranged concentrically with the sun gear 36, and pinions 38 meshing with each other are arranged between the sun gear 36 and the ring gear 37,
These pinions 38 are held by a carrier 39 so as to be able to rotate and revolve.

A reverse brake Br for selectively fixing the ring gear 37 is disposed between the ring gear 37 and a fixing member such as the housing Hu. A forward clutch Cf for selectively connecting the carrier 38 and the sun gear 36 to integrate the entire planetary gear mechanism 35 is provided. The output shaft 40 is connected to the carrier 38. Other configurations are the same as those of the apparatus shown in FIG. 2, and therefore, the same reference numerals as in FIG.

Therefore, with the reverse brake Br engaged and the ring gear 37 fixed, the driven pulley 32
Is rotated, the output shaft 40 rotates in the direction opposite to the driven pulley 32, and enters a reverse state. Conversely, the driven pulley 32 is rotated in a state where the entire planetary gear mechanism 35 is integrated by engaging the forward clutch Cf to connect the carrier 38 and the sun gear 36, so that the output shaft 40 is driven. The pulley 32 rotates together with the pulley 32 to enter a forward state. Further, when the forward clutch Cf and the reverse brake Br are engaged, the integrated planetary gear mechanism 35 is connected to the housing Hu, so that the entire driving device including the output shaft 40 is fixed.

In the hybrid drive system shown in FIG. 9, the one-way clutch F0 is engaged to perform hill hold. That is, if the input clutch Ci is engaged and the motor / generator 2 is rotated in the reverse direction while the engine 1 is stopped, the reverse rotation of the carrier 14 is prevented by the one-way clutch F0, and the engine 1 is And is rotated forward. That is, the engine 1 is started. Therefore, in the configuration shown in FIG. 9, when the engine 1 is started by the motor / generator 2, torque in the reverse rotation direction is not input to the continuously variable transmission 30, and the vehicle moves backward when the engine is started. It is surely prevented.

When the one-way clutch F0 is not provided, the forward clutch Cf and the reverse brake Br are engaged. The means for performing such control corresponds to the reverse movement preventing means of the present invention. When the clutch Cf and the brake Br are engaged, the entire planetary gear mechanism 35 is fixed, and the output shaft 40 in the reverse running direction is fixed. Rotation is prevented. That is, when the engine 1 is started, the vehicle does not move backward.

In the above specific example, the determination of the request to start the engine 1 is made specifically as shown by reference numeral 002a in FIG. 1, but the present invention is not limited to the above example. That is, the satisfaction of the engine start request may be determined by detecting that the D range is selected and the vehicle speed is 0 km / hr.

In the above specific example, the description has been made on the assumption that the vehicle is in a stopped state.
The control is performed in a state where the vehicle is substantially stopped, and therefore, the control routine shown in FIG. 1 may include a step of determining the stop state of the vehicle. Further, in addition to the stepped automatic transmission and the belt-type continuously variable transmission shown in the specific examples described above, the transmission mechanism included in the drive device according to the present invention requires a toroidal continuously variable transmission. Various types can be adopted according to the conditions.

The power transmission mechanism usable in the present invention is not limited to the torque synthesizing and distributing mechanism constituted by the single pinion type planetary gear mechanism described above, and the electric motor and the internal combustion engine are used as a power transmission system for traveling. Various configurations having a function of connecting can be used.

[0053]

As described above, according to the present invention, when the internal combustion engine is started by the electric motor, the rotation of the predetermined rotating member in the backward traveling direction is prevented. Even if the torque in the reverse rotation direction acts on the output member, it is possible to prevent the vehicle from moving backward, and it is possible to avoid unintended behavior of the driver and uncomfortable feeling caused by the behavior. In addition, since control is performed so that reverse torque does not appear in the output element of the transmission, vibration or shock due to torsion of the power transmission system can be prevented.

[Brief description of the drawings]

FIG. 1 is a flowchart showing an example of an engine start control routine executed by a drive control device of the present invention.

FIG. 2 is a diagram schematically illustrating an example of a drive device of a hybrid vehicle to which the present invention is applied.

FIG. 3 is a skeleton diagram showing an example of a gear train of the transmission.

FIG. 4 is a table collectively showing traveling modes that can be set by the driving device shown in FIG. 2;

FIG. 5 is a chart showing an engagement operation table of gears set in the transmission shown in FIG. 3;

FIG. 6 is a collinear diagram for the torque combining and distributing mechanism shown in FIG. 2;

FIG. 7 is an alignment chart of the transmission shown in FIG. 3;

FIG. 8 is a time chart for engine start control.

FIG. 9 is a skeleton diagram schematically illustrating another example of the hybrid drive device targeted by the present invention.

[Explanation of symbols]

1 ... engine, 2 ... motor generator, 10 ...
Torque combining and distributing mechanism, 15: transmission, 30: continuously variable transmission, Br: reverse brake, Ci: input clutch,
Cd: Integrated clutch, Cf: Forward clutch,
F0: One-way clutch.

Claims (2)

[Claims] 1. A drive control device for a hybrid vehicle, wherein an output torque of an electric motor can be transmitted to an internal combustion engine and an output member via a transmission mechanism, and the output member is connected to a transmission mechanism. A start determining means for determining whether a start request for starting the internal combustion engine is satisfied, and an output element of the transmission mechanism does not rotate in a reverse traveling direction when the start request is determined to be satisfied. A drive control device for a hybrid vehicle, comprising: a reverse drive preventing means for setting a shift state. 2. The hybrid vehicle according to claim 1, wherein said start determining means includes means for determining that an operation for forward running has been performed and determining whether said start request has been established. Drive control device.