JP2019055711A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device capable of quickly executing warm-up when the warm-up of a device is needed.SOLUTION: A U/DHV travel mode is a travel mode of increasing an engine rotating speed Ne to high rotation compared to an O/DHV travel mode in a region where vehicle velocity V is equal to or less of predetermined vehicle velocity V1, and accordingly when warm-up of an engine 12 is needed during travelling with the vehicle velocity V equal to or less of the predetermined vehicle velocity V1, it is possible to increase the engine rotating velocity Ne by switching the mode to the U/DHV mode with a higher priority to the travel mode determined based on a travel state, and to quickly execute the warm-up of the engine 12.SELECTED DRAWING: Figure 21

Description

  The present invention includes a first differential mechanism in which an engine is connected to transmit power, a second differential mechanism in which a differential state is controlled by controlling an operation state of a first rotating machine, and a drive wheel. The present invention relates to a vehicle control device including a second rotating machine connected to an output rotating member to be connected so as to be able to transmit power.

  Patent Document 1 has an engine, a rotating machine, and a differential mechanism in which the engine and the rotating machine are coupled to each rotating element so that power can be transmitted, and at least one of the engine and the rotating machine is used as a drive source. In the traveling hybrid vehicle, it is described that when the engine needs to be warmed up, warm-up is promoted by setting the idle rotation speed to a higher rotation side than when the engine is not warmed up.

Japanese Patent Application Laid-Open No. 2014-210566

  By the way, in the hybrid vehicle described in Patent Document 1, the second differential mechanism and the engagement device that changes the connection state between the differential mechanism and the second differential mechanism between the differential mechanism and the drive wheels. And by switching the engagement state of the engagement device, the input to the differential mechanism and the second differential mechanism can be switched to form a plurality of HV modes having different power distribution ratios. In such a structure that can be switched to a plurality of HV modes, there is a traveling mode in which a high engine speed range can be used depending on the HV mode, and there is room for improvement in traveling when warm-up is required.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle control device that can quickly warm up an engine when the engine needs to be warmed up. There is.

  The gist of the first invention is that: (a) a first differential mechanism having a first rotating element, a second rotating element, and a third rotating element, and an engine connected to transmit power; A second differential mechanism having a rotating element, a fifth rotating element, and a sixth rotating element, the differential state of which is controlled by controlling the operating state of the first rotating machine, is coupled to the drive wheels. A control device for a vehicle including a second rotating machine coupled to an output rotating member so as to be capable of transmitting power, wherein (b) the first rotating element is coupled to the engine so that power can be transmitted; (C) The third rotating element is connected to the sixth rotating element, (d) the fourth rotating element is connected to the first rotating machine so that power can be transmitted, and (e) the The fifth rotating element is coupled to the output rotating member, and (f) the vehicle includes the first rotating element and the second rotating element. A first engaging device that connects any two of the elements and the third rotating element, and one of the second rotating element, the fourth rotating element, and the fifth rotating element. A second engagement device that couples to the rotating element, and (g) engaged one of the first engagement device and the second engagement device. A first traveling mode in which the differential state of the second differential mechanism is controlled in the state and the torque of the engine is mechanically transmitted to the fifth rotating element, and the first engagement device and the second engagement A differential state of the second differential mechanism is controlled in a state where an engagement device different from the one engagement device of the combined devices is engaged, and the torque of the engine is applied to the fifth rotating element. At least a second traveling mode that is transmitted to the vehicle, and (h) the vehicle is traveling at a vehicle speed below a predetermined vehicle speed When warm-up of the engine is required, characterized in that it comprises a control unit for switching the drive mode relatively engine speed increases of the first traveling mode and the second traveling mode.

  According to the vehicle control device of the first aspect of the present invention, when the engine needs to be warmed up while traveling at a vehicle speed of a predetermined vehicle speed or less, the engine rotational speed is relatively increased between the first traveling mode and the second traveling mode. By switching to the traveling mode, the rotational speed of the engine can be increased, and the engine can be warmed up early.

It is a figure explaining the schematic structure of each part in connection with driving | running | working of the vehicle to which this invention is applied, and is a figure explaining the principal part of the control system for controlling each part. It is a figure which shows an example of the hydraulic control circuit which controls the operating state of an engagement apparatus. It is a chart which shows each operation state of each engagement device in each run mode. It is an alignment chart at the time of the single drive EV mode. It is an alignment chart at the time of both drive EV mode. It is an alignment chart at the time of standby mode in U / D input split. It is an alignment chart at the time of standby mode in O / D input split. It is an alignment chart at the time of the emblem combined use mode in U / D input split. It is an alignment chart at the time of the emblem combined use mode in O / D input split. It is an alignment chart in forward traveling in the U / DHV mode of the HV traveling mode. It is an alignment chart in forward traveling in the O / DHV mode of the HV traveling mode. It is a nomographic chart in the reverse running in the U / DHV mode of the HV running mode, in the case of engine reverse rotation input. It is a nomographic chart in the reverse running in the U / DHV mode of the HV running mode, and is a case of engine forward rotation input. It is a nomographic chart in the reverse running in the O / DHV mode of the HV running mode, and is a case of engine forward rotation input. It is a collinear diagram at the time of fixed stage mode of HV traveling mode, and is a case of direct connection. It is a collinear diagram at the time of fixed stage mode of HV traveling mode, and is a case where an output shaft is fixed. It is a figure which shows an example of the driving mode switching map used for switching control of engine driving | running | working and motor driving | running | working, Comprising: It is a case where it drive | works with the battery capacity hold | maintained. It is a figure which shows an example of the driving mode switching map used for switching control of engine driving | running | working and motor driving | running | working, Comprising: It is a case where it drive | works, consuming battery capacity. It is a figure which shows the engine unusable area | region in U / DHV mode. It is a figure which shows the engine unusable area | region in O / DHV mode. FIG. 2 is a flowchart for explaining a main part of the control operation of the electronic control unit of FIG. 1, that is, a control operation that enables early engine warm-up when engine warm-up is required during traveling. FIG. 22 shows one mode of a time chart showing an operating state when a control operation based on the flowchart of FIG. 21 is executed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a diagram illustrating a schematic configuration of each unit related to traveling of the vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system for controlling each unit. In FIG. 1, a vehicle 10 is a hybrid vehicle including an engine 12, a first rotating machine MG <b> 1, a second rotating machine MG <b> 2, a power transmission device 14, and drive wheels 16 that can be a driving power source. The engine 12 corresponds to the engine of the present invention.

  The engine 12 is a known internal combustion engine that outputs power by burning a predetermined fuel, such as a gasoline engine or a diesel engine. The engine 12 controls the engine torque Te by controlling the operating state such as the throttle opening or the intake air amount, the fuel supply amount, the ignition timing and the like by an electronic control unit 90 described later.

  The first rotating machine MG1 and the second rotating machine MG2 are so-called motor generators having a function as an electric motor (motor) that generates a driving torque and a function as a generator (generator). The first rotating machine MG1 and the second rotating machine MG2 are provided in the vehicle 10 as a power storage device that exchanges power through the power control unit 50 provided in the vehicle 10 having an inverter unit, a smoothing capacitor, and the like. The output torque (power running torque or regenerative torque) of each of the first rotating machine MG1 and the second rotating machine MG2 is connected to the battery unit 52 and is controlled by the power control unit 50 by an electronic control unit 90 described later. The MG1 torque Tg and MG2 torque Tm are controlled.

  The power transmission device 14 is provided in a power transmission path between the engine 12 and the drive wheels 16. The power transmission device 14 includes a first rotating machine MG1, a second rotating machine MG2, a first power transmission unit 20, a second power transmission unit 22, and the like in a case 18 that is a non-rotating member attached to the vehicle body. . The power transmission device 14 includes a propeller shaft 26 coupled to an output shaft 24 that is an output rotating member of the first power transmission unit 20, a drive pinion 28 coupled to the propeller shaft 26, and a drive pinion via a diff ring gear 30. 28, a differential gear 32 that meshes with 28, a drive shaft 34 connected to the differential gear 32, and the like.

  The first power transmission unit 20 is arranged coaxially with an input shaft 36 that is connected to the crankshaft of the engine 12 and is an input rotation member of the first power transmission unit 20. 2 differential mechanism 40, 1st rotary machine MG1, clutch CL1, brake BR1, clutch CLc, etc. are provided.

  The first differential mechanism 38 includes a first sun gear S1, a plurality of pairs of first pinion gears P1a and P1b that mesh with each other, a first carrier C1 that supports the first pinion gears P1a and P1b so as to rotate and revolve, and first pinion gears P1a and P1b. Is a known double pinion type planetary gear mechanism having a first ring gear R1 meshing with the first sun gear S1, and functions as a differential mechanism that generates a differential action. The first differential mechanism 38 employs a double pinion type planetary gear mechanism in consideration of, for example, appropriate gear ratio ρ1 (the gear ratio ρ will be described later). The second differential mechanism 40 meshes with the second sun gear S2 via the second sun gear S2, the second pinion gear P2, the second carrier C2 that supports the second pinion gear P2 so as to rotate and revolve, and the second pinion gear P2. This is a known single pinion type planetary gear mechanism having a second ring gear R2, and functions as a differential mechanism that generates a differential action.

  In the first differential mechanism 38, the first carrier C1 is a first rotating element RE1 that is integrally connected to the input shaft 36 and to which the engine 12 is connected via the input shaft 36 so that power can be transmitted. 1 functions as an input rotation member of the differential mechanism 38. The first ring gear R1 is a second rotating element RE2 that is selectively coupled to the case 18 via the brake BR1. The first sun gear S1 is a third rotating element RE3 connected to the input rotating member of the second differential mechanism 40 (that is, the second ring gear R2 of the second differential mechanism 40), and the output of the first differential mechanism 38. It functions as a rotating member.

  In the second differential mechanism 40, the second sun gear S2 is integrally connected to the rotor shaft 42 of the first rotating machine MG1, and serves as a reaction force element that is connected to the first rotating machine MG1 so that power can be transmitted. This is a fourth rotation element RE4. The second carrier C2 is connected to the output shaft 24 (that is, provided so as to rotate integrally with the output shaft 24), and is a fifth rotating element RE5 as an output element connected to the drive wheel 16, It functions as an output rotating member of the second differential mechanism 40. The second ring gear R2 is a sixth rotating element RE6 as an input element coupled to the output rotating member of the first differential mechanism 38 (that is, the first sun gear S1 of the first differential mechanism 38), and the second differential gear R2 is a second differential element. It functions as an input rotating member of the mechanism 40.

  The first carrier C1 and the first ring gear R1 are selectively connected via the clutch CL1. Further, the first ring gear R1 and the second carrier C2 are selectively connected via the clutch CLc. Therefore, the clutch CL1 is a first engagement device that selectively couples the first rotation element RE1 and the second rotation element RE2. The clutch CLc is a second engagement device that selectively connects the second rotation element RE2 and the fifth rotation element RE5. Each of the clutch CL1, the brake BR1, and the clutch CLc is preferably a wet friction engagement device, and is a multi-plate hydraulic friction engagement device controlled to be engaged by a hydraulic actuator.

  FIG. 2 shows an example of a main part of a hydraulic control circuit 60 provided in the vehicle 10 that controls the operating state (engaged or released state) of each engagement device (clutch CL1, brake BR1, clutch CLc). FIG. In FIG. 2, the hydraulic control circuit 60 includes a primary regulator valve 62, linear solenoid valves SL1, SL2, SL3, and the like. The primary regulator valve 62 is based on the hydraulic pressure generated by a mechanical oil pump 64 (also referred to as MOP 64) provided in the vehicle 10 or as an electric oil pump 66 (also referred to as EOP 66) provided in the vehicle 10. The line oil pressure PL is regulated by using the oil pressure generated by The MOP 64 is connected to any rotating member of the power transmission device 14 (which also agrees with the rotating element) that rotates with the rotation of the engine 12, for example, and supplies hydraulic pressure by being driven to rotate by the engine 12. For example, when the rotation of the engine 12 is stopped (for example, when the motor travels when the operation of the engine 12 is stopped), the EOP 66 is driven to rotate by a dedicated motor (not shown) controlled by an electronic control unit 90 described later. Supply. The linear solenoid valve SL1 regulates an engagement hydraulic pressure (also referred to as a CL1 hydraulic pressure Pcl1) supplied to the clutch CL1, using the line hydraulic pressure PL as a source pressure. The linear solenoid valve SL2 regulates the engagement hydraulic pressure (also referred to as BR1 hydraulic pressure Pbr1) to be supplied to the brake BR1, using the line hydraulic pressure PL as a source pressure. The linear solenoid valve SL3 regulates the engagement hydraulic pressure (also referred to as CLc hydraulic pressure Pclc) supplied to the clutch CLc using the line hydraulic pressure PL as a source pressure. The linear solenoid valves SL1, SL2, and SL3 have basically the same configuration, and are individually excited, de-energized, and current controlled by the electronic control unit 90, and the hydraulic pressures Pcl1, Pbr1, and Pclc are independently set. Adjust pressure. The operating states of the engagement devices (clutch CL1, brake BR1, clutch CLc) are switched according to the hydraulic pressures Pcl1, Pbr1, and Pclc supplied from the hydraulic pressure control circuit 60, respectively.

  Returning to FIG. 1, the first differential mechanism 38 switches the operating states of the clutch CL1 and the brake BR1 to change the direct connection state, the reverse rotation speed change state of the engine 12, the neutral state (neutral state), and the internal lock state. Four states can be formed. Specifically, in the engaged state of the clutch CL1, the first differential mechanism 38 is in a directly connected state in which the rotating elements of the first differential mechanism 38 are integrally rotated. Further, the first differential mechanism 38 is configured so that the rotation of the first ring gear R1 is zero [rpm] when the brake BR1 is engaged, and the first sun gear S1 (first difference) with respect to the normal rotation of the engine rotational speed Ne. The output rotation member of the moving mechanism 38) is in the reverse rotation speed change state of the engine 12 in which the rotation is negative. The first differential mechanism 38 is in a neutral state in which the differential of the first differential mechanism 38 is allowed when the clutch CL1 is released and the brake BR1 is released. In addition, the first differential mechanism 38 is in an internal lock state in which each rotation element of the first differential mechanism 38 is stopped when the clutch CL1 is engaged and the brake BR1 is engaged. The engine speed Ne corresponds to the engine speed of the present invention.

  In a state where the differential is allowed, the second differential mechanism 40 divides the power of the engine 12 input to the second ring gear R2 into the first rotating machine MG1 and the second carrier C2 (the distribution is also agreed). It can function as a mechanism. Therefore, in the vehicle 10, the direct torque (also referred to as the engine direct torque) that is mechanically transmitted to the second carrier C2 by taking the reaction force of the engine torque Te input to the second ring gear R2 by the first rotating machine MG1. And the MG2 torque Tm of the second rotating machine MG2 driven by the electric power generated by the first rotating machine MG1 by the power divided into the first rotating machine MG1 can be driven by the engine. As a result, the second differential mechanism 40 is configured to control the gear ratio (gear ratio) by controlling the power control unit 50 and controlling the operating state of the first rotating machine MG1 by an electronic control unit 90 described later. It functions as an electrical differential section (electric continuously variable transmission). That is, the second differential mechanism 40 is an electric transmission mechanism whose differential state is controlled by controlling the operating state of the first rotating machine MG1.

  In the first power transmission unit 20, it is possible to configure an electric continuously variable transmission that operates at a power split ratio different from the power split ratio in the second differential mechanism 40. That is, in the first power transmission unit 20, in addition to the first sun gear S1 (third rotating element RE3) and the second ring gear R2 (sixth rotating element RE6) being connected, the clutch CLc is engaged. By connecting the first ring gear R1 (second rotating element RE2) and the second carrier C2 (fifth rotating element RE5), the first differential mechanism 38 and the second differential mechanism 40 are connected to each other. An electric system that configures two differential mechanisms and operates the first differential mechanism 38 and the second differential mechanism 40 as a whole with a power split ratio different from the power split ratio of the second differential mechanism 40 alone. It becomes possible to function as a continuously variable transmission.

  In the first power transmission unit 20, the first differential mechanism 38 in which the four states described above are formed and the second differential mechanism 40 are connected, and the vehicle 10 switches the operating state of the clutch CLc. In addition, a plurality of travel modes described later can be realized.

  In the first power transmission unit 20 configured as described above, the power of the engine 12 and the power of the first rotating machine MG1 are transmitted to the output shaft 24. Therefore, the engine 12 and the first rotating machine MG1 are coupled to the drive wheels 16 via the first power transmission unit 20 so as to be able to transmit power.

  The second power transmission unit 22 is disposed coaxially with the input shaft 36 (or the output shaft 24), and includes a second rotating machine MG2 and a reduction mechanism 44 connected to the output shaft 24. The reduction mechanism 44 includes a third sun gear S3, a third pinion gear P3, a third carrier C3 that supports the third pinion gear P3 so as to rotate and revolve, and a third ring gear R3 that meshes with the third sun gear S3 via the third pinion gear P3. This is a known single pinion type planetary gear mechanism. The third sun gear S3 is an input element connected to the rotor shaft 46 of the second rotating machine MG2. The third ring gear R <b> 3 is a reaction force element connected to the case 18. The third carrier C <b> 3 is an output element connected to the output shaft 24. The reduction mechanism 44 configured as described above reduces the MG2 rotational speed Nm and transmits it to the output shaft 24. Thereby, in the second power transmission unit 22, the power of the second rotating machine MG <b> 2 is transmitted to the output shaft 24 without passing through the first power transmission unit 20. Therefore, the second rotating machine MG2 is coupled to the drive wheels 16 so as to be able to transmit power without going through the first power transmission unit 20. That is, the second rotating machine MG2 is a rotating machine that is connected to the drive shaft 34 that is an output rotating member of the power transmission device 14 so as to be able to transmit power without passing through the first power transmission unit 20. Note that the output rotation member of the power transmission device 14 is an output rotation member connected to the drive wheel 16, and in addition to the drive shaft 34, the output shaft 24, the propeller shaft 26, and the like are also agreed.

  The power transmission device 14 configured in this manner is suitably used for an FR (front engine / rear drive) type vehicle. Further, in the power transmission device 14, the power of the engine 12, the power of the first rotating machine MG <b> 1, and the power of the second rotating machine MG <b> 2 are transmitted to the output shaft 24, and the differential gear 32 and the drive shaft 34 are transmitted from the output shaft 24. Etc. are sequentially transmitted to the drive wheel 16.

  The vehicle 10 includes an electronic control device 90 as a controller including a control device for the vehicle 10 related to the control of the engine 12, the power transmission device 14, and the like. The electronic control unit 90 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 90 is configured to execute output control of the engine 12, the first rotating machine MG1, and the second rotating machine MG2, switching control of a travel mode, which will be described later, and the like. It is configured separately for control, for rotating machine control, for hydraulic control and the like.

  The electronic control unit 90 includes various sensors provided in the vehicle 10 (for example, an engine rotational speed sensor 70, an output rotational speed sensor 72, an MG1 rotational speed sensor 74 such as a resolver, an MG2 rotational speed sensor 76 such as a resolver, an accelerator opening). Various signals based on values detected by the degree sensor 78, the shift position sensor 80, the battery sensor 82, the coolant temperature sensor 84, the catalyst temperature sensor 86, etc. (for example, the rotational speed of the output shaft 24 corresponding to the engine rotational speed Ne and the vehicle speed V) Output lever speed No, MG1 rotation speed Ng, MG2 rotation speed Nm, accelerator opening θacc, “P”, “R”, “N”, “D” shift lever operating positions (shift positions) POSsh, Battery temperature THbat of battery unit 52, battery charge / discharge current Ibat, battery voltage Vbat, cooling water temperature of engine 12 Hw, such catalyst temperature THcat) is supplied. Further, the electronic control device 90 provides various devices (for example, an engine control device 54 such as a throttle actuator, a fuel injection device, and an ignition device, a power control unit 50, a hydraulic control circuit 60, an EOP 66, etc.) provided in the vehicle 10. Command signals (for example, an engine control command signal Se for controlling the engine 12, a rotating machine control command signal Smg for controlling the first rotating machine MG1 and the second rotating machine MG2, and each engagement device (clutch CL1, brake BR1, hydraulic pressure control command signal Sp for controlling the operating state of the clutch CLc, pump drive control command signal Sop for driving EOP 66, etc.) are respectively output. The electronic control unit 90 calculates the charge capacity SOC (also referred to as battery capacity SOC) of the battery unit 52 as a value indicating the charge state of the battery unit 52 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. .

  The electronic control device 90 includes hybrid control means, that is, a hybrid control unit 92, and power transmission switching means, that is, a power transmission switching unit 94, in order to realize control functions for various controls in the vehicle 10.

  The hybrid control unit 92 controls opening / closing of the electronic throttle valve, controls the fuel injection amount and injection timing, and outputs an engine control command signal Se for controlling the ignition timing so that the target torque of the engine torque Te can be obtained. The output control of the engine 12 is executed. Further, the hybrid control unit 92 outputs a rotating machine control command signal Smg for controlling the operation of the first rotating machine MG1 and the second rotating machine MG2 to the power control unit 50, and the target torque of the MG1 torque Tg and the MG2 torque Tm. The output control of the first rotating machine MG1 and the second rotating machine MG2 is executed so that

  The hybrid control unit 92 calculates the required drive torque based on the accelerator opening θacc and the vehicle speed V, and considers the charge request value (required charge power) and the like so that the engine is operated with low fuel consumption and low exhaust gas amount. 12, the required driving torque is generated from at least one of the first rotating machine MG1 and the second rotating machine MG2.

  The hybrid control unit 92 selectively establishes a motor travel (EV travel) mode and a hybrid travel (HV travel) mode (also referred to as an engine travel mode) as travel modes according to the travel state. The EV travel mode is a control that enables motor travel that travels using at least one of the first rotating machine MG1 and the second rotating machine MG2 as a power source for traveling in a state where the operation of the engine 12 is stopped. It is a style. The HV travel mode is a control mode that enables HV travel (engine travel) that travels using at least the engine 12 as a power source for travel (that is, travels by transmitting the power of the engine 12 to the drive wheels 16). Even in a mode in which the vehicle 10 is not driven, such as a mode in which the power of the engine 12 is converted into electric power by the power generation of the first rotary machine MG1 and the electric power is exclusively charged to the battery unit 52, the engine 12 is in a driving state, and is included in the HV traveling mode.

  The power transmission switching unit 94 controls the operating states of the clutch CL1, the brake BR1, and the clutch CLc based on the travel mode established by the hybrid control unit 92. The power transmission switching unit 94 engages and / or disengages the clutch CL1, the brake BR1, and the clutch CLc so that power transmission for traveling in the traveling mode established by the hybrid control unit 92 is possible. The hydraulic control command signal Sp to be output is output to the hydraulic control circuit 60.

  Here, travel modes that can be executed by the vehicle 10 will be described with reference to FIGS. 3 and 4 to 16. FIG. 3 is a chart showing the operating states of the clutch CL1, the brake BR1, and the clutch CLc in each travel mode. 3 indicates the engagement of the engagement devices (the clutch CL1, the brake BR1, and the clutch CLc), the blank indicates the release, and the Δ indicates the engine that rotates the engine 12 in the stopped state. When a brake (also referred to as an emblem) is used in combination, either one or both may be engaged depending on the situation. “G” indicates that the rotating machine (MG1, MG2) mainly functions as a generator, and “M” indicates that the rotating machine (MG1, MG2) functions mainly as a motor when driving, and mainly generates when generating. It shows that it will function as. As shown in FIG. 3, the vehicle 10 can selectively realize the EV travel mode and the HV travel mode as the travel mode. The EV travel mode includes a single drive EV mode that is a control mode capable of motor travel using the second rotary machine MG2 as a single power source, and motor travel using the first rotary machine and the second rotary machine MG2 as a power source. It has two modes, the double drive EV mode, which is a possible control mode. The HV driving mode includes an overdrive (O / D) input split mode (hereinafter referred to as O / DHV mode), an underdrive (U / D) input split mode (hereinafter referred to as U / DHV mode), and a fixed stage mode. And has three modes.

  4 to 16 are collinear diagrams that can relatively represent the rotational speeds of the rotating elements RE1 to RE6 in the first differential mechanism 38 and the second differential mechanism 40, respectively. In this collinear diagram, vertical lines Y1-Y4 representing the rotational speeds of the respective rotary elements are in order from the left in the drawing, and vertical line Y1 is the second sun gear that is the fourth rotary element RE4 to which the first rotary machine MG1 is connected. The rotational speed of S2, the vertical line Y2 is the rotational speed of the first carrier C1, which is the first rotational element RE1 to which the engine 12 (see “ENG” in the figure) is connected, and the vertical line Y3 is via the brake BR1. The rotation speed of the first ring gear R1, which is the second rotation element RE2 that is selectively connected to the case 18, and the second rotation element RE5, which is connected to the output shaft 24 (see “OUT” in the drawing). The rotation speed of the carrier C2, the vertical line Y4 indicates the rotation speed of the first sun gear S1 as the third rotation element RE3 and the second ring gear R2 as the sixth rotation element RE6, which are connected to each other. A second rotary machine MG2 is connected to the output shaft 24 via a reduction mechanism 44. The arrow in the white square (□) indicates the MG1 torque Tg, the arrow in the white circle (◯) indicates the engine torque Te, and the arrow in the black circle (●) indicates the MG2 torque Tm. In addition, the clutch CL1 that selectively connects the first carrier C1 and the first ring gear R1 is shown in white when the clutch CL1 is open, and the clutch CL1 that is shown in hatching (hatched) is the clutch. Each of the engagement states of CL1 is shown. Further, in the brake BR1 that selectively connects the first ring gear R1 to the case 18, the white rhombus mark (◇) indicates the released state of the brake BR1, and the black rhombus mark (♦) indicates the engaged state of the brake BR1. . Further, in the clutch CLc that selectively connects the first ring gear R1 and the second carrier C2, a white rhombus mark (◇) indicates a released state of the clutch CLc, and a black rhombus mark (♦) indicates an engaged state of the clutch CLc. Show. Further, a straight line relatively representing the rotational speed related to the first differential mechanism 38 is indicated by a broken line, and a straight line relatively representing the rotational speed related to the second differential mechanism 40 is indicated by a solid line. The arrows in black circles (●) are driven by the electric power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 and / or the electric power supplied from the battery unit 52. The MG2 torque Tm by the second rotating machine MG2 does not include the engine direct torque. Further, the black rhombus mark (♦) in the clutch CLc is not shown in the drawing because it overlaps the black circle mark (●). Further, the distance between the vertical lines Y1, Y2, Y3, Y4 is determined according to the gear ratios ρ1, ρ2 of the differential mechanisms 38, 40. In the relationship between the vertical axes of the nomograph, when the distance between the sun gear and the carrier is an interval corresponding to “1”, the gear ratio ρ of the planetary gear mechanism between the carrier and the ring gear (= number of teeth of the sun gear / ring gear) The number of teeth).

  FIG. 4 is a collinear diagram for the single drive EV mode. The single drive EV mode is realized in a state where the clutch CL1, the brake BR1, and the clutch CLc are all released, as shown in “Normal” in FIG. In the single drive EV mode, the clutch CL1 and the brake BR1 are released, the differential of the first differential mechanism 38 is allowed, and the first differential mechanism 38 is in the neutral state. The hybrid control unit 92 stops the operation of the engine 12 and outputs the traveling MG2 torque Tm from the second rotating machine MG2. FIG. 4 shows a case in which the second rotating machine MG2 outputs a positive torque during forward rotation (that is, the rotation direction of the second carrier C2 when the vehicle 10 moves forward). At the time of reverse travel, the second rotating machine MG2 is reversely rotated with respect to the forward travel. During traveling of the vehicle, the second carrier C2 connected to the output shaft 24 is rotated in conjunction with the rotation of the second rotating machine MG2 (here, the rotation of the drive wheels 16 is also agreed). In the single drive EV mode, since the clutch CLc is further disengaged, the engine 12 and the first rotating machine MG1 are not rotated respectively, and the engine rotational speed Ne and the MG1 rotational speed Ng can be made zero. Thereby, each drag loss in the engine 12 and the first rotating machine MG1 can be reduced to improve power consumption (that is, to suppress power consumption). The hybrid control unit 92 maintains the MG1 rotation speed Ng at zero by feedback control. Alternatively, the hybrid control unit 92 performs control (d-axis lock control) to flow current to the first rotating machine MG1 so that the rotation of the first rotating machine MG1 is fixed, and maintains the MG1 rotational speed Ng at zero. To do. Alternatively, even if the MG1 torque Tg is zero, it is not necessary to add the MG1 torque Tg if the MG1 rotational speed Ng can be maintained at zero by the cogging torque of the first rotating machine MG1. The single drive EV mode is a travel mode in which the motor can travel using only the second rotating machine MG2 as a power source with the clutch CL1 and the clutch CLc released. Even if the control for maintaining the MG1 rotational speed Ng at zero is performed, the first power transmission unit 20 is in a neutral state in which the reaction force of the MG1 torque Tg cannot be taken, and thus does not affect the driving torque. Alternatively, in the single drive EV mode, the first rotating machine MG1 may be idled with no load.

  FIG. 5 is a collinear diagram in the double drive EV mode. The double drive EV mode is realized in a state in which the clutch CL1 and the brake BR1 are engaged and a state in which the clutch CLc is released, as shown in “both drive” in FIG. In the double drive EV mode, the clutch CL1 and the brake BR1 are engaged, the differential of the first differential mechanism 38 is restricted, and the rotation of the first ring gear R1 is stopped. Therefore, the first differential mechanism 38 stops the rotation of any rotating element, and the first differential mechanism 38 is in an internal locked state. As a result, the engine 12 is stopped at zero rotation, and the second ring gear R2 connected to the first sun gear S1 is also fixed at zero rotation. When the second ring gear R2 is fixed to be non-rotatable, a reaction force torque of the MG1 torque Tg can be obtained by the second ring gear R2, and therefore the torque based on the MG1 torque Tg is mechanically output from the second carrier C2 to drive wheels. 16 can be transmitted. The hybrid control unit 92 stops the operation of the engine 12 and outputs MG1 torque Tg and MG2 torque Tm for traveling from the first rotating machine MG1 and the second rotating machine MG2, respectively. FIG. 5 shows a case where the first rotating machine MG1 and the second rotating machine MG2 are both moving forward and outputting a positive torque in the forward rotation. At the time of reverse travel, the first rotary machine MG1 and the second rotary machine MG2 are reversely rotated with respect to the forward travel time.

  4 and 5, the single drive EV mode drives the vehicle 10 with only the second rotary machine MG2, and the double drive EV mode uses the first rotary machine MG1 and the second rotary machine MG2. It is possible to drive the vehicle 10 at. Therefore, when the motor travels, the single drive EV mode is established when the load is low and the single rotation is performed by the second rotating machine MG2, and the double drive EV mode is established and the first rotary machine is established when the load is high. Both are driven by MG1 and the second rotating machine MG2. Regeneration during vehicle deceleration, including engine running, is mainly executed by the second rotating machine MG2.

  When regenerative control is performed by the second rotating machine MG2 during traveling in the single drive EV mode, the engine 12 that has been stopped is not rotated and is stopped at zero rotation. Can do. On the other hand, if the battery unit 52 is in a fully charged state during traveling in the single drive EV mode, regenerative energy cannot be obtained, so that braking torque cannot be obtained by regenerative braking. When running in the single drive EV mode, if the battery unit 52 is in a fully charged state and regenerative energy cannot be obtained, use the engine brake to obtain braking torque, or use the engine brake in combination when the battery unit 52 is nearly fully charged. It is possible to do. From another viewpoint, the second rotating machine MG2 cannot be driven if the battery capacity SOC decreases during traveling in the single drive EV mode and it becomes difficult to secure the power supplied to the second rotating machine MG2. When the battery capacity SOC decreases during traveling in the single drive EV mode, switching to engine traveling may be considered. From the above, the EV traveling mode has a standby mode in which preparations are made for promptly applying engine braking or switching to engine traveling, and an emblem combined mode in which engine braking is used together. .

  6 and 7 are collinear diagrams in the standby mode in the EV traveling mode, respectively. This standby mode is realized with the clutch CL1 or the clutch CLc engaged, as shown in the “standby mode” of FIG. When the clutch CL1 or the clutch CLc is engaged, the engine 12 can be rotated, but in this standby mode, the first rotating machine MG1 is idling without load, so that the engine 12 that is not operating is zero. Stopped by rotation. Therefore, in this standby mode, motor traveling or regenerative control can be performed by the second rotating machine MG2 without applying the engine brake. From the standby mode, the engine speed Ne is increased by the first rotating machine MG1, and the reaction force of the engine torque Te (negative value) is taken by the first rotating machine MG1, so that the engine corresponding to the engine rotating speed Ne is obtained. The brake can be applied. Further, from the standby mode state, the engine rotation speed Ne can be increased and ignited by the first rotating machine MG1 to shift to engine running.

  The operating state of each engagement device (clutch CL1, brake BR1, clutch CLc) in the standby mode with the clutch CL1 engaged as shown in FIG. 6 is in forward travel in the U / DHV mode of the HV travel mode described later. This is the same state as the operating state of each engagement device. Although the engine 12 is not operated in the standby mode, for convenience, the standby mode in which the clutch CL1 is engaged is referred to as a standby mode in the U / D input split.

  The operation state of each engagement device in the standby mode in which the clutch CLc is engaged as shown in FIG. 7 is the same as the operation state of each engagement device in the forward traveling in the O / DHV mode of the HV traveling mode described later. It is. For convenience, the standby mode in which the clutch CLc is engaged is referred to as an O / D input split standby mode.

  8 and 9 are collinear diagrams in the emblem combined mode in the EV traveling mode, respectively. This emblem combined mode is realized in a state where the clutch CL1 or the clutch CLc is engaged, as shown in “emblem combined use” in FIG. When the clutch CL1 or the clutch CLc is engaged, the engine 12 is brought into a rotating state. Therefore, in this emblem combined mode, the engine torque Te (negative value) is controlled by the first rotating machine MG1 while controlling the engine rotational speed Ne. By taking this reaction force, an engine brake corresponding to the engine rotational speed Ne can be applied. Therefore, in this emblem combined mode, the engine brake can be applied in addition to or instead of the regenerative braking by the second rotating machine MG2. The engine brake can also be applied by engaging the clutch CL1 and the clutch CLc. In this case, it is not necessary to take the reaction force of the engine torque Te (negative value) in the first rotating machine MG1. The operating state of each engagement device (clutch CL1, brake BR1, clutch CLc) in the emblem combined mode in which the clutch CL1 and the clutch CLc are engaged is the state of each engagement device in the direct connection fixed stage mode in the HV traveling mode described later. It is the same state as the operating state.

  The operating state of each engagement device (clutch CL1, brake BR1, clutch CLc) in the emblem combined mode in which the clutch CL1 is engaged as shown in FIG. 8 is the forward traveling in the U / DHV mode of the HV traveling mode described later. It is the same state as the operation state of each engaging device in. Although the engine 12 is not operated in the emblem combined mode, for convenience, the emblem combined mode in which the clutch CL1 is engaged is referred to as an embed combined mode in the U / D input split.

  The operating state of each engaging device in the emblem combined mode in which the clutch CLc is engaged as shown in FIG. State. For convenience, the emblem combined mode in which the clutch CLc is engaged is referred to as an embed combined mode in the O / D input split.

  FIG. 10 is an alignment chart in forward traveling in the U / DHV mode of the HV traveling mode. The forward travel in the U / DHV mode (hereinafter referred to as the U / DHV mode (forward)) is a state where the clutch CL1 is engaged and the brake is applied as shown in “forward” of “U / D input split” in FIG. This is realized with BR1 and clutch CLc released. In the U / DHV mode (forward), the clutch CL1 is engaged and the brake BR1 is disengaged, and the first differential mechanism 38 is in a directly connected state, so the power of the engine 12 input to the first carrier C1 Is directly transmitted to the second ring gear R2 connected to the first sun gear S1. In addition, in the U / DHV mode (forward movement), the clutch CLc is released, and the electric continuously variable transmission is configured by the second differential mechanism 40 alone. Accordingly, the first power transmission unit 20 can divide the power of the engine 12 input to the second ring gear R2 into the second sun gear S2 and the second carrier C2. That is, in the first power transmission unit 20, the engine direct torque is mechanically transmitted to the second carrier C2 by taking the reaction force of the engine torque Te input to the second ring gear R2 by the first rotating machine MG1. At the same time, the power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electrical path. The hybrid control unit 92 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. The hybrid control unit 92 can also drive the second rotating machine MG2 by adding the power supplied from the battery unit 52 to the generated power of the first rotating machine MG1. FIG. 10 shows a case where the second rotating machine MG2 is traveling forward by outputting a positive torque in the forward rotation.

  FIG. 11 is an alignment chart in forward traveling in the O / DHV mode of the HV traveling mode. The forward travel in the O / DHV mode (hereinafter referred to as the O / DHV mode (forward)) is a state in which the clutch CL1 and the brake BR1 are released, as shown in “forward” of “O / D input split” in FIG. In addition, this is realized with the clutch CLc engaged. In the O / DHV mode (forward), the clutch CLc is engaged, and the first differential mechanism 38 and the second differential mechanism 40 constitute one differential mechanism. In addition, in the O / DHV mode (forward), the clutch CL1 and the brake BR1 are disengaged, and the second differential mechanism 40 alone is used for the entire first differential mechanism 38 and the second differential mechanism 40. An electric continuously variable transmission that operates at a power split ratio different from the power split ratio is configured. Accordingly, the first power transmission unit 20 can divide the power of the engine 12 input to the first carrier C1 into the second sun gear S2 and the second carrier C2. That is, in the first power transmission unit 20, the engine direct torque is mechanically transmitted to the second carrier C2 by taking the reaction force of the engine torque Te input to the first carrier C1 by the first rotating machine MG1. At the same time, the power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electrical path. The hybrid control unit 92 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 11 shows a case where the second rotating machine MG2 is moving forward and outputting positive torque.

  FIG. 12 is a collinear diagram in the reverse travel in the U / DHV mode of the HV travel mode, in which the rotation and torque of the engine 12 are compared with the configuration achieving the function as the electric continuously variable transmission. This is the case of engine reverse rotation input, in which is input in reverse to a negative value. The reverse running with the engine reverse input in the U / DHV mode (hereinafter referred to as U / DHV mode reverse input (reverse)) is shown in “engine reverse input” of “reverse” of “U / D input split” in FIG. As described above, the brake BR1 is engaged and the clutch CL1 and the clutch CLc are released. In the U / DHV mode reverse rotation input (reverse), the clutch CL1 is disengaged and the brake BR1 is engaged, and the first differential mechanism 38 is in the reverse rotation speed change state of the engine 12, so that the first carrier C1 The inputted power of the engine 12 is transmitted to the second ring gear R2 connected to the first sun gear S1 by negative rotation and negative torque. In addition, in the U / DHV mode reverse rotation input (reverse), the clutch CLc is disengaged, and the electric continuously variable transmission is configured by the second differential mechanism 40 alone. As a result, the first power transmission unit 20 can divide the power of the engine 12 that is reversely input to the second ring gear R2 into the second sun gear S2 and the second carrier C2. The hybrid control unit 92 operates (activates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque with respect to the engine torque Te, by the power running of the first rotating machine MG1, and the electric power supplied from the battery unit 52 performs the first operation. The MG2 torque Tm is output from the two-rotor MG2. FIG. 12 shows a case where the second rotating machine MG2 is traveling backward by outputting a negative torque in a negative rotation. Further, in the U / DHV mode reverse rotation input (reverse), the power of the engine 12 is transmitted to the second ring gear R2 by negative rotation and negative torque, so that a driving torque for reverse traveling is output together with the MG2 torque Tm. Can do. The second rotating machine MG2 may output a positive torque by negative rotation in order to generate electric power used for the power running of the first rotating machine MG1, and in this case, the engine direct torque that becomes a negative torque is better. Since the absolute value is larger than the MG2 torque Tm, the vehicle can travel backward.

  FIG. 13 is a nomographic chart in reverse travel in the U / DHV mode of the HV travel mode, in the case of engine forward rotation input. The reverse travel (hereinafter referred to as the U / DHV mode forward input (reverse)) in the U / DHV mode forward engine input is referred to as “reverse” “forward engine input” in the “U / D input split” of FIG. As shown in FIG. 4, the clutch CL1 is engaged and the brake BR1 and the clutch CLc are released. In the U / DHV mode forward input (reverse), the clutch CL1 is engaged and the brake BR1 is released, and the first differential mechanism 38 is in a directly connected state, so that the engine input to the first carrier C1 The power of 12 is directly transmitted to the second ring gear R2 connected to the first sun gear S1. In addition, in the U / DHV mode normal rotation input (reverse), the clutch CLc is released, and the electric continuously variable transmission is configured by the second differential mechanism 40 alone. Accordingly, the first power transmission unit 20 can divide the power of the engine 12 input to the second ring gear R2 into the second sun gear S2 and the second carrier C2. The hybrid control unit 92 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 13 shows a case where the second rotating machine MG2 is traveling backward by outputting a negative torque in a negative rotation. Although the engine direct torque is a positive torque, it is driven by the power generated by the first rotating machine MG1 (or by adding the power supplied from the battery unit 52 to the power generated by the first rotating machine MG1. Since the absolute value of the output torque (negative value) of the second rotating machine MG2 is greater than the engine direct torque, the vehicle can travel backward.

  FIG. 14 is a collinear diagram in the reverse travel in the O / DHV mode of the HV travel mode, and is a case of engine forward rotation input. The reverse running with the engine forward rotation input in the O / DHV mode (hereinafter referred to as the O / DHV mode forward rotation input (reverse)) is the "engine forward rotation input" of the "reverse" of the "O / D input split" in FIG. As shown in the figure, the clutch CL1 and the brake BR1 are released, and the clutch CLc is engaged. In the O / DHV mode forward input (reverse), the clutch CLc is engaged, and the first differential mechanism 38 and the second differential mechanism 40 constitute one differential mechanism. In addition, in the O / DHV mode forward rotation input (reverse), the clutch CL1 and the brake BR1 are disengaged, and the second differential mechanism 38 and the second differential mechanism 40 as a whole are used as the second differential mechanism. An electric continuously variable transmission that operates at a power split ratio different from the power split ratio of 40 alone is configured. Accordingly, the first power transmission unit 20 can divide the power of the engine 12 input to the first carrier C1 into the second sun gear S2 and the second carrier C2. The hybrid control unit 92 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 14 shows a case where the second rotating machine MG2 is traveling backward by outputting a negative torque in a negative rotation. Although the engine direct torque is a positive torque, the vehicle can travel backward as in the case of U / DHV mode forward input (reverse).

  As shown in the description with reference to FIGS. 10 to 14, in the U / DHV mode and the O / DHV mode, the power of the engine 12 is different from the configuration achieving the function as an electric continuously variable transmission. Are different, and the power split ratio when the first power transmission unit 20 functions as an electric continuously variable transmission is different. That is, the ratios of the output torques and the rotational speeds of the rotating machines MG1 and MG2 with respect to the engine 12 can be changed between the O / DHV mode and the U / DHV mode. The clutch CLc is switched in its operating state in order to change the ratio of the output torques and the rotational speeds of the rotating machines MG1 and MG2 with respect to the engine 12 running the engine.

  The MG1 rotational speed Ng is set to zero, and the power of the engine 12 is all mechanical without going through an electric path (electric power transmission path that is an electric path related to power transmission / reception of the first rotating machine MG1 and the second rotating machine MG2). In the U / DHV mode, when the engine 12 is in a state of so-called mechanical point that is transmitted to the second carrier C2, the rotation of the engine 12 is decelerated and an underdrive state is output from the second carrier C2. In addition, the O / DHV mode is a case where the rotation of the engine 12 is accelerated and an overdrive state is output from the second carrier C2. The engine direct torque in the U / DHV mode is increased with respect to the engine torque Te. On the other hand, the engine direct torque in the O / DHV mode is reduced with respect to the engine torque Te.

  In the U / DHV mode (forward), the U / DHV mode forward input (reverse), and the emblem combined mode in the U / D input split, the clutch is an engagement device of any one of the clutch CL1 and the clutch CLc. The differential state of the second differential mechanism 40 is controlled by controlling the operating state of the first rotating machine MG1 with the CL1 engaged (ie, the clutch CL1 engaged and the clutch CLc released). (Ie, when an electric continuously variable transmission is configured), the first traveling mode in which the torque increased from the engine torque Te is mechanically transmitted to the second carrier C2. In particular, the emblem combined mode in the U / D input split is the first traveling mode for applying the engine brake. On the other hand, the emblem combined mode in the O / DHV mode (forward), the O / DHV mode forward input (reverse), and the O / D input split is in the clutch CL1 and the clutch CLc. Is a state in which the second differential is controlled by controlling the operating state of the first rotating machine MG1 in a state where the clutch CLc, which is another engagement device, is engaged (that is, the state where the clutch CL1 is released and the clutch CLc is engaged). When the differential state of the mechanism 40 is controlled, it is the second traveling mode in which the torque reduced from the engine torque Te is mechanically transmitted to the second carrier C2. In particular, the emblem combined mode in the O / D input split is the second traveling mode for applying the engine brake.

  FIG. 15 is a collinear diagram at the time of the fixed stage mode of the HV traveling mode, and is a case of direct connection in which the rotating elements of the first differential mechanism 38 and the second differential mechanism 40 are integrally rotated. The direct connection in the fixed stage mode (hereinafter referred to as the direct connection fixed stage mode) is a state in which the clutch CL1 and the clutch CLc are engaged and the brake BR1 as shown in “direct connection” of “advance” of “fixed stage” in FIG. It is realized in the state that is released. In the direct connection fixed stage mode, the clutch CL1 is engaged and the brake BR1 is released, and the first differential mechanism 38 is in the direct connection state. In addition, in the direct connection fixed stage mode, the clutch CLc is engaged, and the rotating elements of the first differential mechanism 38 and the second differential mechanism 40 are integrally rotated. As a result, the first power transmission unit 20 can directly output the power of the engine 12 from the second carrier C2. The hybrid control unit 92 causes the engine torque Te for traveling to be output from the engine 12. In the direct connection fixed stage mode, the first rotating machine MG1 can be driven by the electric power from the battery unit 52, and the power of the first rotating machine MG1 can be directly output from the second carrier C2. In the direct connection fixed stage mode, the second rotating machine MG2 can be driven by the electric power from the battery unit 52, and the power of the second rotating machine MG2 can be transmitted to the drive wheels 16. Therefore, in addition to outputting the engine torque Te, the hybrid control unit 92 may output traveling torque from at least one of the first rotating machine MG1 and the second rotating machine MG2. That is, in the direct connection fixed stage mode, the vehicle 10 may be driven only by the engine 12, or torque assist may be performed by the first rotating machine MG1 and / or the second rotating machine MG2.

  FIG. 16 is a collinear diagram at the time of the fixed stage mode of the HV traveling mode, in which the second carrier C2 is fixed so as not to rotate and the output shaft is fixed. In the fixed stage mode, the output shaft is fixed (hereinafter referred to as the output shaft fixed stage mode), as shown in “Output shaft fixed” in “Forward” of “Fixed stage” in FIG. 3, the brake BR1 and the clutch CLc are engaged. This is realized in a state where the clutch CL1 is released. In the output shaft fixed stage mode, the clutch CLc is engaged, and the first differential mechanism 38 and the second differential mechanism 40 constitute one differential mechanism. In addition, in the output shaft fixed stage mode, the brake BR1 is engaged and the clutch CL1 is released, and the second carrier C2 is fixed so as not to rotate. Accordingly, in the first power transmission unit 20, the reaction force of the power of the engine 12 input to the first carrier C1 can be taken by the first rotating machine MG1. Therefore, in the output shaft fixed stage mode, the battery unit 52 can be charged with the electric power generated by the first rotating machine MG1 by the power of the engine 12. The hybrid control unit 92 operates (activates) the engine 12, takes a reaction force against the power of the engine 12 by the power generation of the first rotating machine MG <b> 1, and uses the power control unit 50 to generate the generated power of the first rotating machine MG <b> 1. The battery unit 52 is charged. This output shaft fixed stage mode is a mode in which the battery unit 52 is exclusively charged when the vehicle 10 is stopped because the second carrier C2 is fixed so as not to rotate. As shown in the description using FIGS. 15 and 16, the clutch CLc is engaged in the HV traveling mode in the direct connection fixed stage mode or the output shaft fixed stage mode.

  In a region where the reduction ratio I (= Ne / No) of the first power transmission unit 20 is relatively large, the output ratio (Pg / Pe) of the MG1 power Pg to the engine power Pe and the output ratio of the MG2 power Pm to the engine power Pe Each absolute value of (Pm / Pe) is made smaller in the U / DHV mode than in the O / DHV mode. Therefore, in the region where the reduction ratio I is relatively large, the increase in the MG1 power Pg and the increase in the MG2 power Pm can be suppressed by establishing the U / DHV mode. On the other hand, in a relatively small region where the reduction ratio I is smaller than “1”, the output ratio (Pm / Pe) becomes a negative value (that is, the output ratio (Pg / Pe) becomes a positive value), and the output ratio ( The absolute values of (Pg / Pe) and the output ratio (Pm / Pe) are made larger in the U / DHV mode than in the O / DHV mode. In a state where the output ratio (Pm / Pe) is a negative value (that is, a state where the output ratio (Pg / Pe) is a positive value), the second rotating machine MG2 generates power, and the generated power is generated in the first rotating machine MG1. It is a power circulation state to be supplied. It is desirable to avoid or suppress this power circulation state as much as possible. Therefore, in a region where the reduction ratio I is relatively small, the power circulation power can be reduced by establishing the O / DHV mode. By switching between the U / DHV mode and the O / DHV mode according to the reduction ratio I, the engine power can be transmitted by the rotating machines MG1 and MG2 with lower output (low power).

  That is, the U / DHV mode is established when the engine 12 using a relatively large reduction ratio I is high, and the O / DHV mode is established when the engine 12 using a relatively small reduction ratio I is low or when the vehicle speed is high. In addition, by selectively using the U / DHV mode and the O / DHV mode, an increase in each torque and each rotation speed of the rotating machines MG1 and MG2 is prevented or suppressed, and the power circulation power is reduced at a high vehicle speed. This reduces energy conversion loss in the electric path and leads to improved fuel efficiency. Or it leads to size reduction of rotary machine MG1, MG2.

  FIGS. 17 and 18 are diagrams each showing an example of a travel mode switching map used for switching control between engine travel and motor travel. Each of these travel mode switching maps has a boundary line between the engine travel region and the motor travel region, with the vehicle speed V and the travel load of the vehicle 10 (hereinafter referred to as vehicle load) (for example, required drive torque) as variables. Or a relationship that is determined and stored (ie, predetermined).

  FIG. 17 shows a state transition of the power transmission device 14 in CS (Charge Sustain) traveling that travels while maintaining the battery capacity SOC (that is, switching of the traveling mode of the vehicle 10). FIG. 17 is used when the vehicle 10 is, for example, a hybrid vehicle in which the battery capacity SOC is originally set to be relatively small. Alternatively, FIG. 17 is used when the vehicle 10 is in a mode in which the battery capacity SOC is maintained in, for example, a plug-in hybrid vehicle or a range extended vehicle in which the battery capacity SOC is originally set relatively large. On the other hand, FIG. 18 shows a state transition of the power transmission device 14 (that is, switching of the travel mode of the vehicle 10) in CD (Charge Depleting) travel that travels while consuming the battery capacity SOC. FIG. 18 is used when a mode in which the vehicle 10 consumes the battery capacity SOC is established, for example, in a plug-in hybrid vehicle or a range extended vehicle in which the battery capacity SOC is originally set relatively large. When the vehicle 10 is, for example, a hybrid vehicle in which the battery capacity SOC is originally set to be relatively small, it is preferable not to use FIG.

  In FIG. 17, regions of each travel mode corresponding to the travel state such as the vehicle speed V and the vehicle load so that the U / DHV mode is established at high load and the O / DHV mode is easily established at low load or high vehicle speed. Is set. Further, when the battery unit 52 can carry out power (or when the engine 12 is warmed up or when each device is warmed up by the operation of the engine 12), in the region where the operating efficiency of the engine 12 deteriorates, In the motor running, the second rotating machine MG2 is powered. Therefore, an area for the single drive EV mode is set in an area where the vehicle speed is low and the load is low as indicated by the broken line. Further, when the vehicle load is negative, the vehicle is decelerated while applying the engine brake using the negative torque of the engine 12 in the U / DHV mode or the O / DHV mode. When the battery unit 52 can accept the electric power, the regenerative control by the second rotating machine MG2 is performed during motor travel. For this reason, a region for the single drive EV mode is set in a region where the vehicle load is negative as shown by the one-dot chain line. In the travel mode switching map for CS travel set in this way, for example, when starting, the U / DHV mode is established for both forward and backward travel. Thereby, since the engine power Pe can be used more effectively, the start acceleration performance is improved. As the vehicle speed V increases as the vehicle travels forward, the reduction ratio I of the first power transmission unit 20 approaches “1”. In this state, you may make it transfer to direct connection fixed stage mode. In low vehicle speed traveling, the engine rotational speed Ne is extremely low, so that the U / DHV mode is directly shifted to the O / DHV mode. In the direct connection fixed stage mode, there is no power transmission via the rotating machines MG1 and MG2, so that there is no heat loss due to conversion between mechanical energy and electric energy. Therefore, it is advantageous for improving fuel efficiency and avoiding heat generation. For this reason, it is possible to positively shift to the direct connection fixed stage mode at high loads such as towing and at high vehicle speeds. In addition, when the motor selection is performed by operating the switch for selecting the motor travel and the motor travel is selected, the single drive EV mode is established in the region shown by the broken line.

  In FIG. 18, each driving mode according to the driving state such as the vehicle speed V and the vehicle load is set such that the single drive EV mode is established in the region where the vehicle load is low and the double drive EV mode is established in the region where the vehicle load is high. Is set. In the double drive EV mode, based on the operating efficiency of the first rotating machine MG1 and the second rotating machine MG2 (for example, for the purpose of improving power consumption, reducing the temperature of the rotating machines MG1, MG2, reducing the temperature of the power control unit 50, etc.) A power sharing ratio between the first rotating machine MG1 and the second rotating machine MG2 is determined. Further, depending on the maximum output of the battery unit 52 and the maximum output of the rotating machines MG1 and MG2, or the increase in the rotational speed of any of the rotating elements of the power transmission device 14 due to the increase in the vehicle speed V during motor traveling causes the engine 12 to When mitigation is achieved by driving, as shown in FIG. 18, the HV traveling mode region is set in the high load region or the high vehicle speed region, and the engine 12 is used as a power source for traveling. You may move to. Further, in the region where the vehicle load is negative, the region of the single drive EV mode is set so that the regeneration control by the second rotating machine MG2 is performed during motor travel. In the travel mode switching map for CD travel set in this way, for example, when the vehicle speed V increases, the rotational speed of each element such as the rotating machines MG1, MG2, and the differential mechanisms 38, 40 increases. The HV traveling mode as set in the traveling mode switching map is controlled so that the rotational speed of each element is within the limit. In the single drive EV mode, the first rotary machine MG1 and the engine 12 are disconnected (that is, the transmission of power between the first rotary machine MG1 and the engine 12 is cut off). The region on the vehicle speed side may be expanded to the higher vehicle speed side than the double drive EV mode. The regenerative control in the region where the vehicle load is negative may be the double drive EV mode instead of the single drive EV mode. Further, an upper limit may be set for the drive torque and the vehicle speed V so that the engine 12 is not started and fuel is not consumed.

  The hybrid control unit 92 applies the vehicle speed V and the vehicle load (for example, the required drive torque) to the travel mode switching map as shown in FIG. 17 or 18 to determine which travel mode is the travel mode to be established. to decide. When the determined travel mode is the current travel mode, the hybrid control unit 92 establishes the current travel mode as it is, while when the determined travel mode is different from the current travel mode, Instead of the travel mode, the determined travel mode is established.

  When the single drive EV mode is established, the hybrid control unit 92 enables motor traveling using only the second rotating machine MG2 as a power source for traveling. When the dual drive EV mode is established, the hybrid control unit 92 enables motor traveling using both the first rotating machine MG1 and the second rotating machine MG2 as a driving power source.

  When the hybrid control unit 92 establishes the U / DHV mode or the O / DHV mode, the hybrid controller 92 receives the reaction force against the power of the engine 12 by the power generation of the first rotating machine MG1, thereby causing the engine direct torque to the second carrier C2. And the second rotating machine MG2 is driven by the generated electric power of the first rotating machine MG1 to transmit the torque to the drive wheels 16 to enable engine running. In the U / DHV mode or the O / DHV mode, the hybrid control unit 92 considers an optimal fuel consumption line of the known engine 12 (that is, an engine operating point represented by an engine speed Ne and an engine torque Te). The engine 12 is operated at. In the U / DHV mode or the O / DHV mode, it is also possible to drive the second rotating machine MG2 by adding the power from the battery unit 52 to the generated power of the first rotating machine MG1.

  When the direct connection fixed stage mode is established, the hybrid control unit 92 allows the engine to travel by outputting the power of the engine 12 directly from the second carrier C2. In the direct connection fixed stage mode, the hybrid control unit 92 drives the first rotating machine MG1 with electric power from the battery unit 52 in addition to the power of the engine 12, and directly supplies the power of the first rotating machine MG1. It is also possible to travel by outputting from the two carriers C2 or by driving the second rotating machine MG2 with electric power from the battery unit 52 and transmitting the power of the second rotating machine MG2 to the drive wheels 16.

  The hybrid control unit 92 establishes the output shaft fixed stage mode when the battery capacity SOC is equal to or less than a predetermined capacity that is determined to require charging of the battery unit 52 when the vehicle is stopped. When the output shaft fixed stage mode is established, the hybrid control unit 92 takes charge of the reaction force against the power of the engine 12 by the power generation of the first rotating machine MG1 and uses the generated power of the first rotating machine MG1 as the power control unit 50. The battery unit 52 is charged via

  In both the U / DHV mode and the O / DHV mode, the first power transmission unit 20 is caused to function as an electric continuously variable transmission. Further, the state where the reduction ratio I of the first power transmission unit 20 is “1” is a state equivalent to the state of the direct connection fixed stage mode in which both the clutch CL1 and the clutch CLc are engaged (see FIG. 15). Therefore, the hybrid control unit 92 switches between the U / DHV mode in which the clutch CL1 is engaged and the O / DHV mode in which the clutch CLc is engaged when the reduction ratio I is in the synchronized state of “1”. The operation is performed by switching the operation states of the clutch CL1 and the clutch CLc (through a state equivalent to the direct connection fixed stage mode). Alternatively, the hybrid control unit 92 performs switching between the U / DHV mode in which the clutch CL1 is engaged and the O / DHV mode in which the clutch CLc is engaged between the clutch CL1 and the clutch CLc. It may be executed by clutch-to-clutch shift control.

  In the single drive EV mode, the engine 12 is rotated by engaging the clutch CL1 or the clutch CLc. Therefore, when starting the engine 12 during motor traveling in the single drive EV mode, the hybrid control unit 92 engages the clutch CL1 or the clutch CLc, raises the engine rotational speed Ne, and ignites. At this time, the hybrid control unit 92 may increase the engine rotational speed Ne in the first rotating machine MG1 as necessary.

  Alternatively, when the hybrid control unit 92 starts the engine 12 while the motor is running in the single drive EV mode, the hybrid control unit 92 engages the clutch CL1 or the clutch CLc with the engine speed Ne being zero [rpm]. After synchronously controlling the rotational speeds of the elements of the differential mechanisms 38 and 40 with the first rotating machine MG1 so as to be in the same state, the clutch CL1 is engaged in the same state as the clutch CL1 is engaged, or In the same state as the state in which the clutch CLc is engaged, the clutch CLc is engaged, and the first rotating machine MG1 raises the engine rotational speed Ne to ignite. That is, when the hybrid control unit 92 starts the engine 12 while the motor is running in the single drive EV mode, the engagement device (clutch CL1 or clutch CLc) for establishing the standby mode is still released. However, after the synchronous control is performed by the first rotating machine MG1 so that the rotational speed of each element of the differential mechanisms 38 and 40 is equivalent to the standby mode, the engagement device for establishing the standby mode is engaged. Then, the standby mode is once established, and from the standby mode state, the first rotating machine MG1 raises the engine rotational speed Ne and ignites. As described above, when the engine 12 is started during motor travel in the single drive EV mode, the engine travel may be performed via the standby mode. In this case, a standby mode (U / D input split or O / D input split) to be passed may be established in accordance with a travel mode (U / DHV mode or O / DHV mode) during engine travel.

  When the engine 12 is started, the second carrier C2 connected to the drive wheel 16 has a negative force of the engine 12 due to the increase of the rotation of the engine 12 during operation stop as a reaction force for increasing the engine rotation speed Ne. Since torque (also referred to as engine pull-in torque) is transmitted, a drop in drive torque occurs. When starting the engine 12 while the motor is running in the single drive EV mode, the hybrid control unit 92 compensates for a drop in drive torque (together with reaction force cancellation torque) in order to suppress a shock at the time of engine start. 2) is additionally output by the second rotating machine MG2.

  In the dual drive EV mode in which the clutch CL1 and the brake BR1 are engaged, the engine 12 is brought into a rotating state by releasing the brake BR1. Therefore, when starting the engine 12 while the motor is running in the dual drive EV mode, the hybrid control unit 92 engages the clutch CLc after releasing the brake BR1, raises the engine rotational speed Ne, and ignites. At this time, the hybrid control unit 92 may increase the engine rotational speed Ne in the first rotating machine MG1 as necessary. Alternatively, when starting the engine 12 while the motor is running in the dual drive EV mode, the hybrid control unit 92 releases the brake BR1, raises the engine rotational speed Ne by the first rotating machine MG1, and ignites. Alternatively, in the double drive EV mode, the clutch CL1 and the brake BR1 are released to achieve the same state as the single drive EV mode, so the clutch CL1 and the brake BR1 are released and the engine in the single drive EV mode described above is released. It is also possible to start. When starting the engine 12 while the motor is running in the dual drive EV mode, the hybrid control unit 92 additionally outputs a reaction force cancel torque by the second rotating machine MG2.

  By the way, when the engine coolant temperature THw and the catalyst temperature THcat are lower than predetermined values, the engine performance is deteriorated and the reaction of the catalyst is lowered. Therefore, in order to maintain the engine coolant temperature THw and the catalyst temperature THcat at a predetermined value or more, the engine 12 needs to be warmed up. Be raised.

  Here, in each of the O / DHV mode and the U / DHV mode, an unusable region of the engine 12 with respect to the vehicle speed V is set. FIG. 19 shows an engine unusable area in the U / DHV mode, and FIG. 20 shows an engine unusable area in the O / DHV mode. 19 and 20, the horizontal axis indicates the vehicle speed V, the vertical axis indicates the engine rotation speed Ne, and the hatched area indicates the unusable area of the engine 12. As shown in FIGS. 19 and 20, an unusable area where the engine 12 is unusable is set in the low vehicle speed area. In this unusable area, the MG1 rotational speed Ng of the first rotating machine MG1 is in an overspeed state exceeding a predetermined upper limit threshold value, so that the use (operation) of the engine 12 is prohibited.

  Further, comparing FIG. 19 corresponding to the U / DHV mode with FIG. 20 corresponding to the O / DHV mode, the O / DHV mode shown in FIG. 20 is more than the U / DHV mode shown in FIG. The unusable area of the engine 12 is widened. That is, in the O / DHV mode, the region in which the MG1 rotational speed Ng of the first rotating machine MG1 is excessively rotated is wider than that in the U / DHV mode. From another viewpoint, in the U / DHV mode, the usable region of the engine 12 is wider in the low vehicle speed region than in the O / DHV mode, and the engine rotational speed Ne of the engine 12 is higher than that in the O / DHV mode. Can be controlled.

  Thus, when the engine 12 needs to be warmed up while traveling in the low vehicle speed region, the electronic control unit 90 controls to switch to the U / DHV mode in preference to the travel mode based on the travel mode switching map shown in FIG. Execute. By switching to the U / DHV mode, the operable range of the engine 12 is widened even when traveling in the low vehicle speed range, so the engine speed Ne is controlled to a high speed to complete warm-up early. Can do. Hereinafter, warm-up control of the engine 12 by the electronic control unit 90 will be described.

  The electronic control device 90 further includes a traveling state determination unit 96 that functions as a traveling state determination unit, a warm-up determination unit 98 that functions as a warm-up determination unit, and a vehicle speed determination unit 100 that functions as a vehicle speed determination unit. ing.

  The traveling state determination unit 96 determines whether the vehicle 10 is traveling forward. The warm-up determination unit 98 determines whether the engine 12 needs to be warmed up. For example, when at least one of the engine coolant temperature THw of the engine 12 is less than a predetermined value α1 and the catalyst temperature THcat is less than a predetermined value α2 is established, the warm-up determination unit 98 is It is determined that warm-up is necessary. The predetermined values α1 and α2 are values obtained experimentally or design, respectively. For example, the predetermined value α1 is a lower limit threshold within a range in which the power performance of the engine 12 is ensured, and the predetermined value α2 is a catalyst reaction. Is set to a lower limit threshold value in a range where becomes favorable. When the engine coolant temperature THw is less than the predetermined value α1 or the catalyst temperature THcat is less than the predetermined value α2, the power performance of the engine 12 or the catalyst function is deteriorated, so the engine 12 needs to be warmed up. It becomes.

  The vehicle speed determination unit 100 determines whether the traveling vehicle speed V is higher than the predetermined vehicle speed V1. The predetermined vehicle speed V1 is a value obtained experimentally or design in advance, and is set to a threshold value of the vehicle speed V that forms an unusable region of the engine 12 in the O / DHV mode shown in FIG. When the vehicle speed V becomes higher than the predetermined vehicle speed V1, there is no possibility that the MG1 rotational speed Ng of the first rotating machine MG1 enters the over-rotation region, so that the engine rotational speed Ne can be increased even in the O / DHV mode. Become. On the other hand, when the vehicle speed V is equal to or lower than the predetermined vehicle speed V1, there is an unusable region of the engine 12, so that it is difficult to increase the engine rotational speed Ne in the O / DHV mode. Therefore, the vehicle speed determination unit 100 is in a vehicle speed region where the engine rotation speed Ne can be increased even in the O / DHV mode, that is, the engine 12 can be warmed up even in the O / DHV mode. It functions as a means for determining whether or not there is.

  When the vehicle speed V is higher than the predetermined vehicle speed V1, the power transmission switching unit 94 selects a travel mode based on the travel mode switching map of FIG. 18 and switches to the selected travel mode. In addition, when the travel mode selected based on the travel mode switching map of FIG. 18 is the same as the current travel mode, the travel mode is continuously used. Further, when the vehicle speed V is equal to or lower than the predetermined vehicle speed V1, the power transmission switching unit 94 switches to the U / DHV mode in preference to the travel mode switching map of FIG. In the U / DHV mode, as shown in FIG. 19, the unusable area of the engine 12 is narrower than that in the O / DHV mode shown in FIG. it can. Therefore, by switching to the U / DHV mode, it is possible to warm up by increasing the engine speed Ne of the engine 12.

  FIG. 21 is a flowchart for explaining a control operation of the electronic control unit 90, that is, a control operation that enables the engine 12 to be warmed up early when the engine 12 needs to be warmed up during traveling. is there. This flowchart is repeatedly executed while the vehicle is traveling.

  First, in step S10 (hereinafter, step is omitted) corresponding to the control function of the traveling state determination unit 90, it is determined whether the vehicle is traveling forward. If S10 is negative, this routine is terminated. When S10 is affirmed, it is determined in S20 corresponding to the control function of the warm-up determination unit 98 whether the engine 12 needs to be warmed up. When S20 is denied, in S50 corresponding to the control function of the power transmission switching unit 94, the travel mode is selected based on the travel mode switching map shown in FIG. 18, and is switched to the selected travel mode.

  When S20 is affirmed, it is determined in S30 corresponding to the control function of the vehicle speed determination unit 100 whether the vehicle speed V is higher than the predetermined vehicle speed V1. When S30 is affirmed, it progresses to S50, a travel mode is selected based on the travel mode switching map of FIG. 18, and it switches to the selected travel mode. When S30 is denied, in S40 corresponding to the control function of the power transmission switching unit 94, the mode is switched to the U / DHV mode in preference to the travel mode switching map of FIG. For example, when the engine 12 needs to be warmed up while traveling in the O / DHV mode, and the vehicle speed V is equal to or lower than the predetermined vehicle speed V1, the travel mode selected in the travel mode switching map in FIG. Even in the / DHV mode, the mode is switched to the U / DHV mode.

  FIG. 22 shows one mode of a time chart showing the operating state when the control operation based on the flowchart of FIG. 21 is executed. FIG. 22 shows an operating state when it is determined that the engine 12 needs to be warmed up while traveling in the O / DHV mode, and the vehicle speed V reaches the predetermined vehicle speed V1 during traveling.

  As shown in FIG. 22, the vehicle speed V decreases at time t1, and the vehicle speed V decreases to a predetermined vehicle speed V1 at time t2. At time t2, switching to the U / DHV mode is determined as the vehicle speed V becomes equal to or lower than the predetermined vehicle speed V1. In connection with switching to the U / DHV mode, the decrease (drain) of the CLc oil pressure Pclc of the clutch CLc is started, and the CL1 oil pressure Pcl1 of the clutch CL1 is increased (applied) after a predetermined time has elapsed from the start of the decrease of the CLc oil pressure Pclc. Has been started. When the inertia phase is started at time t3, the MG1 torque Tg of the first rotating machine MG1 is controlled, so that the engine rotational speed Ne becomes the target rotational speed Ne * after switching to the U / DHV mode. It is controlled to increase at a constant rate of change. As a result, during the inertia phase (from time t3 to time t4), the engine speed Ne rises at a constant rate without changing up and down, so that smooth switching is achieved.

  As described above, according to the present embodiment, the U / DHV travel mode is a travel mode in which the engine rotation speed Ne can be increased to a higher speed than the O / DHV travel mode. By switching to the U / DHV mode when it becomes necessary, the engine rotation speed Ne can be increased, and the engine 12 can be warmed up early.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, when the vehicle speed V is equal to or lower than the predetermined vehicle speed V1 and the engine 12 needs to be warmed up while traveling in the O / DHV mode, the mode is switched to the U / DHV mode. The invention is not necessarily limited to this embodiment. For example, depending on the connection configuration of the first differential mechanism and the second differential mechanism, and the gear ratio ρ1 of the first differential mechanism and the gear ratio ρ2 of the second differential mechanism, the O / DHV mode is more It is also conceivable that the engine rotational speed Ne can be made higher than in the / DHV mode. In such a case, when the engine 12 needs to be warmed up, the U / DHV mode may be switched to the O / DHV mode. In short, when the engine 12 needs to be warmed up while traveling at a vehicle speed V of the predetermined vehicle speed V1 or less, a traveling mode in which the engine rotational speed Ne is relatively increased among the U / DHV mode and the O / DHV mode. Specifically, any mode may be used as long as it is switched to a travel mode in which over-rotation of the MG1 rotation speed Ng of the first rotating machine MG1 is unlikely to occur when the engine rotation speed Ne is controlled to a high rotation.

  In the gear train of the above-described embodiment, the rotating element RE2 is selectively connected to the non-rotating member by the brake BR1, but the rotating element RE1 to which the engine 12 is connected is selectively connected to the non-rotating member by the brake BR1. A gear train of a connected type may be used.

  In the above-described embodiment, the clutch CL1 that selectively connects the first rotating element RE1 and the second rotating element RE2 is exemplified as the first engagement device, but the present invention is not limited to this aspect. For example, the first engagement device may be a clutch that selectively connects the second rotation element RE2 and the third rotation element RE3, or selectively connects the first rotation element RE1 and the third rotation element RE3. A clutch may be used. In short, the first engagement device may be a clutch that connects any two rotation elements of the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3.

  In the above-described embodiment, the collinear chart (FIGS. 4 to 16) can relatively represent the rotational speeds of the rotary elements RE1-RE6 in each of the first differential mechanism 38 and the second differential mechanism 40. The vertical line Y1 indicates the rotational speed of the fourth rotational element RE4 connected to the first rotating machine MG1, the vertical line Y2 indicates the rotational speed of the first rotational element RE1 connected to the engine 12, and the vertical line Y3. Indicates the rotation speed of the second rotation element RE2 selectively connected to the case 18 via the brake BR1 and the rotation speed of the fifth rotation element RE5 connected to the output shaft 24, and the vertical line Y4 is connected to each other. Although the rotation speeds of the third rotation element RE3 and the sixth rotation element RE6 are shown, the present invention is not limited to this mode. For example, the vertical line Y1 indicates the rotation speed of the second rotation element RE2 selectively connected to the case 18 via the brake BR1 and the rotation speed of the fourth rotation element RE4 to which the first rotating machine MG1 is connected. Line Y2 represents the rotation speed of the first rotation element RE1 to which the engine 12 is connected, vertical line Y3 represents the rotation speed of the fifth rotation element RE5 connected to the output shaft 24, and vertical line Y4 was connected to each other. The first differential mechanism and the second difference are such that the rotation speeds of the respective rotation elements RE1 to RE6 are relatively represented in the collinear charts showing the rotation speeds of the third rotation element RE3 and the sixth rotation element RE6, respectively. A moving mechanism may be configured. In this case, the clutch CLc is a second engagement device that selectively couples the second rotation element RE2 and the fourth rotation element RE4. In this case, the U / DHV mode reverse rotation input (reverse) that is realized with the brake BR1 engaged cannot be established. In the U / DHV mode (forward), it is realized when the clutch CL1 is engaged, and is realized when the engine rotational speed Ne is input at a constant speed and when the brake BR1 is engaged. It is possible to establish a case where the engine speed Ne is increased and input is a high input.

  In the above-described embodiment, the first traveling mode (U / DHV mode (forward), U / DHV mode forward input (reverse), and emblem combination in U / D input split) is applied with the clutch CL1 engaged. Mode) is established, and the second travel mode (O / DHV mode (forward), O / DHV mode forward input (reverse), and O / D input split emblem) is engaged with the clutch CLc engaged. The combined mode) is established, but the present invention is not limited to this mode. For example, the first differential mechanism and the second differential are set such that the first travel mode is established with the clutch CLc engaged, and the second travel mode is established with the clutch CL1 engaged. A mechanism may be configured.

  In this case, in the collinear chart that can relatively represent the rotational speeds of the rotating elements RE1-RE6 in each of the first differential mechanism and the second differential mechanism, the vertical line Y1 indicates the first rotating machine MG1. Is connected to the fourth rotating element RE4, the vertical line Y2 is connected to the third rotating element RE3 and the sixth rotating element RE6, and the vertical line Y3 is connected to the case via the brake BR1. 18 represents the rotation speed of the second rotation element RE2 that is selectively coupled to 18 and the rotation speed of the fifth rotation element RE5 that is coupled to the output shaft 24. The vertical line Y4 represents the first rotation element RE1 to which the engine 12 is coupled. The rotation speed of each is shown. In this configuration, the clutch CLc is a second engagement device that selectively couples the second rotation element RE2 and the fifth rotation element RE5.

  Alternatively, in the collinear chart that can relatively represent the rotational speeds of the respective rotating elements RE1-RE6 in each of the first differential mechanism and the second differential mechanism, the vertical line Y1 is connected to the case 18 via the brake BR1. The rotational speed of the second rotational element RE2 that is selectively connected and the rotational speed of the fourth rotational element RE4 that is connected to the first rotating machine MG1, and the vertical line Y2 are connected to each other, the third rotational element RE3. And the sixth rotational element RE6, the vertical line Y3 represents the rotational speed of the fifth rotational element RE5 coupled to the output shaft 24, and the vertical line Y4 represents the rotational speed of the first rotational element RE1 coupled to the engine 12. Respectively. In this configuration, the clutch CLc is a second engagement device that selectively couples the second rotation element RE2 and the fourth rotation element RE4.

  In the above-described embodiment, the first differential mechanism 38 is a double pinion type planetary gear mechanism, and the second differential mechanism 40 is a single pinion type planetary gear mechanism. However, the present invention is not limited thereto. For example, the first differential mechanism may be configured by a single pinion type planetary gear mechanism. Alternatively, the second differential mechanism may be configured by a double pinion type planetary gear mechanism. Accordingly, the correspondence between the first sun gear S1, the first carrier C1, and the first ring gear R1 in the first differential mechanism, and the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3, and The correspondence relationship between the second sun gear S2, the second carrier C2, and the second ring gear R2, and the fourth rotating element RE4, the fifth rotating element RE5, and the sixth rotating element RE6 in the second differential mechanism is as described above. It goes without saying that the correspondence relationship is not limited to the first differential mechanism 38 and the second differential mechanism 40 in the example.

  In the above-described embodiment, the clutch CL1, the brake BR1, and the clutch CLc are wet type hydraulic friction engagement devices, but may be engagement devices whose operation states are switched by electric power.

  In the above-described embodiment, the vehicle 10 includes the brake BR1, but the brake BR1 does not necessarily have to be provided. Even if the vehicle 10 does not include the brake BR1, the single drive EV mode, the HV traveling mode, and the standby mode can be established, and the U / DHV mode and the O / DHV mode can be switched in the HV traveling mode. Can do. The vehicle 10 is a gear train having a connection relationship in which the second power transmission unit 22 is disposed coaxially with the input shaft 36. For example, the second power transmission unit 22 is different from the axis of the input shaft 36. It may be a connected gear train or the like arranged on another axis. Further, although the invention has been described using the power transmission device 14 that is preferably used for the FR type vehicle 10, the present invention is also appropriately applied to a power transmission device used for other types of vehicles such as the FF type and the RR type. Can be applied.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle 12: Engine (engine)
16: Drive wheel 24: Output shaft (output rotating member)
38: 1st differential mechanism C1: 1st carrier (1st rotation element)
R1: first ring gear (second rotating element)
S1: First sun gear (third rotating element)
40: Second differential mechanism S2: Second sun gear (fourth rotating element)
C2: Second carrier (fifth rotating element)
R2: Second ring gear (sixth rotating element)
90: Electronic control device (control device)
92: Hybrid controller CL1: Clutch (first engagement device)
CLc: Clutch (second engagement device)
MG1: First rotating machine MG2: Second rotating machine

Claims (1)

A first differential mechanism having a first rotating element, a second rotating element, and a third rotating element, the engine being connected to transmit power, a fourth rotating element, a fifth rotating element, and a sixth rotating element; And a second differential mechanism in which the differential state is controlled by controlling the operating state of the first rotating machine, and a second differential mechanism that is coupled to an output rotating member that is coupled to the drive wheels so as to transmit power. A control device for a vehicle including a rotating machine,
The first rotating element is connected to the engine so that power can be transmitted,
The third rotating element is connected to the sixth rotating element;
The fourth rotating element is connected to the first rotating machine so that power can be transmitted,
The fifth rotating element is coupled to the output rotating member;
The vehicle includes a first engagement device that connects any two rotation elements of the first rotation element, the second rotation element, and the third rotation element, the second rotation element, and the fourth rotation element. A second engagement device that connects the rotation element and any one of the rotation elements of the fifth rotation element; and
The differential state of the second differential mechanism is controlled in a state in which one of the first engagement device and the second engagement device is engaged, and the torque of the engine is changed to the first torque. A state in which the first traveling mode mechanically transmitted to the five rotating elements and the engaging device different from the one engaging device of the first engaging device and the second engaging device are engaged. And a second traveling mode in which the differential state of the second differential mechanism is controlled and the torque of the engine is mechanically transmitted to the fifth rotating element,
When the vehicle needs to be warmed up while traveling at a vehicle speed below a predetermined vehicle speed, a control unit is provided for switching to a traveling mode in which the engine rotational speed is relatively high, of the first traveling mode and the second traveling mode. A control apparatus for a vehicle.

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