JP2006046577A - Control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a hybrid vehicle capable of surely starting an engine in stopping the vehicle by using an existing motor generator. <P>SOLUTION: The control device for the hybrid vehicle comprises a load detecting means mounted for detecting the engine starting load, and an engine start control means composed of a first starting mode for disconnecting an engine clutch and a motor generator clutch, and connecting a series clutch, when the engine start load detected by the engine start load detecting means is less than a specific value, and a second starting mode for connecting at least the engine clutch, and starting the engine by the first motor generator and/or second motor generator torque through a differential gear, when the detected engine start load is larger than the specific value. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to mode transition control when a required driving force increases.

Conventionally, a four-element two-degree-of-freedom planetary gear mechanism in which four input / output elements are arranged on a collinear diagram is configured, and one of the two elements arranged on the inner side of the input / output elements is supplied from the engine. There is known a hybrid drive device in which an input is assigned to an output to the drive system on the other side, and a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively. (For example, refer to Patent Document 1).
JP 2003-32808 A

  In the above hybrid vehicle, when the hybrid system is activated by the driver's ignition operation, if it is determined that the engine is started depending on the environment in which the vehicle is placed or the battery state, no specific proposal for starting the engine has been made.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a control device for a hybrid vehicle that can reliably start the engine when the vehicle is stopped using an existing motor generator.

  In order to achieve the above object, in the present invention, four or more input / output elements are arranged on a collinear diagram, and an input from the engine is input to one of the two elements arranged inside the input / output elements. A differential device in which a first motor generator and a second motor generator are respectively connected to two elements arranged on both outer sides of the inner element, and an output member to the drive system is assigned to the other, A control device for a hybrid vehicle, comprising: a plurality of fastening elements that are provided on the output element and achieve a plurality of driving modes; and an engine clutch that connects and disconnects between the engine and the differential device; A motor generator clutch that connects / disconnects between the motor generator and the differential device, and a series clutch that connects / disconnects between the engine and the first motor generator. And a load detecting means for detecting an engine starting load, and when the engine starting load detected by the engine starting load detecting means is smaller than a predetermined value, the engine clutch and the motor generator clutch are released. A first start mode in which the engine is started by the first motor generator by engaging the series clutch, and when the detected engine start load is greater than a predetermined value, at least the engine clutch is engaged, There is provided engine start control means comprising a second start mode in which the engine is started via the differential by the first motor generator and / or the second motor generator torque.

  By providing the first start mode in which the engine is directly started by the first motor generator according to the engine start load and the second start mode in which the engine is started through the differential device, the vehicle is placed at extremely low temperatures. Even if the environment fluctuates, the engine can be started reliably with a small driving force.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration of the drive system of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the control device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle of the first embodiment includes an engine E, a first motor generator MG1 (generator), a second motor generator MG2 (motor generator), and an output shaft OUT (output member). And the differential device (first planetary gear PG1, second planetary gear PG2, third planetary gear PG3) to which these input / output elements E, MG1, MG2, and OUT are connected, and the selected traveling mode. Friction engagement elements (low brake LB, high clutch HC, high / low brake HLB) whose engagement / release is controlled by control oil pressure from a hydraulic control device 5 to be described later, engine clutch EC (first clutch), and motor generator clutch MGC (Second clutch) and series clutch SC (third clutch).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators having a rotor in which permanent magnets are embedded and a stator around which a stator coil is wound. Based on this, the three-phase alternating current generated by the inverter 3 is independently controlled by applying it to each stator coil.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 serving as the differential devices are all single-pinion type planetary gears having two degrees of freedom. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and are connected to the second pinion carrier PC2. The third ring gear R3 is directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. It has 6 rotating elements.

The connection relationship between the power sources E, MG1, MG2, the output shaft OUT, and the respective engaging elements LB, HC, HLB, EC, SC, MGC for the six rotating elements of the differential device will be described.
A second motor generator MG2 is connected to the first rotating member M1 (S1, S2).
The second rotating member M2 (R1, R3) is not connected to any input / output element.
An engine E is connected to the third rotating member M3 (PC2, R3) via an engine clutch EC and a first oil pump OP1.
A second motor generator MG2 is connected to the first pinion carrier PC1 via a high clutch HC. Further, it is connected to the transmission case TC via a low brake LB.
A first motor generator MG1 is connected to the second ring gear R2 via a motor generator clutch MGC. In addition, it is connected to the transmission case TC via a high / low brake HLB.
An output shaft OUT is connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).
The first motor generator MG1 is connected via a series clutch SC.

  Due to the above connection relationship, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), and the second motor generator MG2 (S1, S2) on the alignment chart shown in FIG. Rigid lever model that is arranged in order and can easily express the dynamic operation of the planetary gear train (the first planetary gear PG1 lever (1), the second planetary gear PG2 lever (2), the third planetary gear PG3 lever) (3)) can be introduced. Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear, Take the number of rotations (rotation speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the interval between each rotating element to the collinear lever ratio (α , Β, δ).

  The low brake LB is a multi-plate friction brake fastened by hydraulic pressure, and is disposed on the outer side of the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. As shown in the diagram, the "low gear fixed mode" and the "low side continuously variable transmission mode" that share the low gear ratio are realized by fastening.

  The high clutch HC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. As shown in the nomograph, the “two-speed fixed mode”, the “high-side continuously variable transmission mode”, and the “high gear fixed mode” that share the high-side gear ratio by the engagement are realized.

  The high-low brake HLB is a multi-plate friction brake that is fastened by hydraulic pressure, and is arranged at a position that coincides with the rotational speed axis of the first motor generator MG1 on the alignment chart of FIG. As shown in the nomograph, the gear ratio is set to the "low gear fixing mode" on the underdrive side by engaging with the low brake LB, and the "high gear fixing mode" on the overdrive side by engaging with the high clutch HC. And

  The engine clutch EC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the engine E on the alignment chart of FIG. Is input to the third rotation member M3 (PC2, R3) which is an engine input rotation element.

  The series clutch SC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position where the engine E and the first motor generator MG1 are connected on the alignment chart of FIG. 1 Motor generator MG1 is connected.

  The motor generator clutch MGC is a multi-plate friction clutch that is fastened by hydraulic pressure, and is arranged at a position connecting the first motor generator MG1 and the second ring gear R2 on the collinear diagram of FIG. Release the engagement between MG1 and the second ring gear R2.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the hybrid vehicle control system in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, and an accelerator opening. Sensor 7, vehicle speed sensor 8, engine speed sensor 9, first motor generator speed sensor 10, second motor generator speed sensor 11, third ring gear speed sensor 12, and engine oil temperature. It comprises an engine oil temperature sensor 13 for detecting, an inhibitor SW 14 for detecting the position of the select lever, and a brake SW 15 for detecting depression of the brake pedal.

  The engine controller 1 responds to an engine operating point (Ne) according to a target engine torque command or the like from an integrated controller 6 that inputs an accelerator opening AP from an accelerator opening sensor 7 and an engine speed Ne from an engine speed sensor 9. , Te), for example, is output to a throttle valve actuator (not shown).

  The motor controller 2 responds to a target motor generator torque command from the integrated controller 6 that inputs motor generator rotation speeds N1 and N2 from both motor generator rotation speed sensors 10 and 11 by a resolver, and the motor of the first motor generator MG1. A command for independently controlling the operating point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6.

  The inverter 3 is connected to the respective stator coils of the first motor generator MG1 and the second motor generator MG2, and generates an independent three-phase alternating current according to a command from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic pressure supply from at least one of an oil pump OP1 driven by the engine E or an electric oil pump OP2 driven by an electric motor or the like, and based on a hydraulic command from the integrated controller 6, the low brake Engagement hydraulic control and release hydraulic pressure control of LB, high clutch HC, high / low brake HLB, engine clutch EC, series clutch SC, and motor generator clutch MGC are performed. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. The first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, the engine input rotational speed ωin from the third ring gear rotational speed sensor 12, and the engine oil temperature sensor 13. The engine oil temperature, the selected range from the inhibitor SW 14, and information such as the brake operation information from the brake SW 15 are input, and predetermined calculation processing is performed. Then, a control command is output to the engine controller 1, the motor controller 2, the hydraulic control device 5, and the warning lamp 16 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1, and the integrated controller 6 and the motor controller 2 are connected by bidirectional communication lines 17 and 18, respectively, for information exchange.

Next, the travel mode of the hybrid vehicle will be described.
The driving mode includes a low gear fixed mode (hereinafter referred to as “Low mode”), a low-side continuously variable transmission mode (hereinafter referred to as “Low-iVT mode”), and a two-speed fixed mode (hereinafter referred to as “2nd mode”). ), A high-side continuously variable transmission mode (hereinafter referred to as “High-iVT mode”), and a high gear fixed mode (hereinafter referred to as “High mode”).

  Regarding the five driving modes, an electric vehicle mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and an engine E and both motor generators MG1 and MG2 are used. And a hybrid vehicle mode (hereinafter referred to as “HEV mode”).

Therefore, as shown in FIG. 2 (five driving modes related to EV mode) and FIG. 3 (five driving modes related to HEV mode), the combination of “EV mode” and “HEV mode” is “10 driving modes”. Will be realized.
Here, Fig. 2 (a) is an alignment chart of "EV-Low mode", Fig. 2 (b) is an alignment chart of "EV-Low-iVT mode", and Fig. 2 (c) is "EV-2nd mode". 2D is an alignment chart of “EV-High-iVT mode”, and FIG. 2E is an alignment chart of “EV-High mode”. Fig. 3 (a) is a nomogram for "HEV-Low mode", Fig. 3 (b) is a nomogram for "HEV-Low-iVT mode", and Fig. 3 (c) is "HEV-2nd mode". FIG. 3D is a collinear diagram of “HEV-High-iVT mode”, and FIG. 3E is a collinear diagram of “HEV-High mode”.

  In the “Low mode”, as shown in the collinear diagram of FIG. 2 (a) and FIG. 3 (a), the low brake LB is engaged, the high clutch HC is released, the high / low brake HLB is engaged, This is a low gear fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  In the “Low-iVT mode”, the low brake LB is engaged, the high clutch HC is released, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (b) and FIG. 3 (b). This is a low-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  In the “2nd mode”, as shown in the collinear diagram of FIG. 2 (c) and FIG. 3 (c), the low brake LB is engaged, the high clutch HC is engaged, the high / low brake HLB is released, and the series clutch is engaged. This is a two-speed fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  In the “High-iVT mode”, the low brake LB is released, the high clutch HC is engaged, the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (d) and FIG. 3 (d). This is a high-side continuously variable transmission mode obtained by releasing the series clutch SC and engaging the motor generator clutch MGC.

  In the “High mode”, as shown in the collinear diagram of FIGS. 2 (e) and 3 (e), the low brake LB is released, the high clutch HC is engaged, the high / low brake HLB is engaged, and the series clutch is engaged. This is a high gear fixed mode obtained by releasing the SC and engaging the motor generator clutch MGC.

  Then, the mode transition control of the “10 travel modes” is performed by the integrated controller 6. That is, the integrated controller 6 is provided with, for example, the “10 travel modes” as shown in FIG. 5 in the three-dimensional space by the required driving force Fdrv (determined by the accelerator opening AP), the vehicle speed VSP, and the battery SOC. The allocated travel mode map is set in advance. When the vehicle travels, the travel mode map is searched based on the detected values of the required driving force Fdrv, the vehicle speed VSP, and the battery SOC, and is determined by the required driving force Fdrv and the vehicle speed VSP. The optimum travel mode is selected according to the vehicle operating point and the battery charge amount. FIG. 5 is an example of a travel mode map represented by a two-dimensional representation of the required driving force Fdrv and the vehicle speed VSP by cutting out the three-dimensional travel mode map at a value with a sufficient capacity range of the battery S.O.C.

  Furthermore, as a result of employing the series clutch SC and the motor generator clutch MGC, in addition to the above “10 driving modes”, as shown in FIG. 6, a series low gear fixing mode (hereinafter referred to as “S -Low mode ") is added. This “S-Low mode” is obtained by engaging the low brake LB and the high / low brake HLB, releasing the engine clutch EC, the high clutch HC and the motor generator clutch MGC, and engaging the series clutch SC.

  That is, the “10 travel modes” are travel modes as a parallel hybrid vehicle, but the “S-Low mode” which is a series low gear fixed mode is a collinear diagram between the engine E and the first motor generator MG1. The battery 4 for generating electric power by driving the first motor generator MG1 by the engine E and receiving and charging the electric power generated by the first motor generator MG1, and the second motor generator MG2 using the charging electric power of the battery 4 To achieve the driving mode as a series type hybrid vehicle. That is, Example 1 is configured as a hybrid vehicle that combines series in parallel.

  When the mode transition is performed between the “EV mode” and the “HEV mode” by selecting the travel mode map, as shown in FIG. 6, the engine E is started and stopped, and the engine clutch EC is engaged. Control to release is executed. Further, when mode transition between five modes of “EV mode” or mode transition between five modes of “HEV mode” is performed, it is performed according to the ON / OFF operation table shown in FIG.

  Among these mode transition controls, for example, when engine E start / stop and clutch / brake engagement / release are required at the same time, when multiple clutches / brake engagement / release are required, engine E start When the motor generator rotational speed control is required prior to stopping or engaging / disengaging of the clutch or brake, the sequence control is performed according to a predetermined procedure.

(Engine start control process)
Next, the engine start control process according to the first embodiment will be described.
In step 101, the engine oil temperature is measured by the engine oil temperature sensor 13 (corresponding to engine start load detecting means). Since the engine start load is intended to be estimated, the engine water temperature may be detected and is not particularly limited. That is, in a situation where the oil temperature is low, the viscosity resistance of the oil increases, so the engine start load increases. For this reason, you may make it estimate the state of oil temperature from external temperature etc. FIG.
In step 102, it is determined whether or not the engine oil temperature is equal to or higher than the mode switching oil temperature. If the engine oil temperature is equal to or higher than the mode switching oil temperature, the process proceeds to step 103. Otherwise, the process proceeds to step 106.

In step 103, the first start mode is started.
In step 104, the fastening element corresponding to the S-Low mode is controlled to be in a fastening / released state.
In step 105, the first motor generator MG1 is driven to execute a first motor generator MG1 control process when the engine is started. The motor generator control process will be described later.

In step 106, the second start mode is started.
In Step 107, it is determined whether the inhibitor SW 14 is in the parking range or the brake SW 15 for fixing the driving wheel is ON (corresponding to the fixed state detecting means). If the condition is satisfied, the process proceeds to Step 108, otherwise Proceeds to step 110.
In step 108, the fastening element corresponding to the Low-iVT mode is controlled to the fastening / release state.
In step 109, the second motor generator MG2 executes a second motor generator MG2 control process at the time of engine start. The motor generator control process will be described later.
In step 110, the warning lamp 16 is turned on (corresponding to the notification means) to warn the driver to enter the parking range or step on the brake pedal. In addition, not only the warning lamp 16 but also a voice or a screen of a navigation system may be used for notification, and there is no particular limitation.

(Motor generator control processing)
FIG. 8 is a flowchart showing the motor generator control process.
In step 201, it is determined whether or not the engine is in the first start mode. If the first start mode is selected, the process proceeds to step 202. Otherwise, the process proceeds to step 205 as the second start mode.

In step 202, torque control of starting torque Tk1 is executed for first motor generator MG1.
In step 203, it is determined whether or not the activation is completed. If the activation is completed, the process proceeds to step 204. Otherwise, step 202 is continued.
In step 204, the rotational speed of the first motor generator MG1 is increased, the torque is reduced, and drive control with less motor loss is executed.
In step 205, torque control of starting torque Tk2 is executed for second motor generator MG2.
In step 206, it is determined whether or not the activation is completed. If the activation is completed, the process proceeds to step 207. Otherwise, step 205 is continued.
In step 207, the rotational speed of the second motor generator MG2 is increased, torque is reduced, and drive control with less motor loss is executed.
In step 208, it is determined whether or not the engine E has been completely detonated. If the detonation has been completed, the process proceeds to step 209. Otherwise, step 204 or step 207 is continued.
In step 209, the driving of the motor generator is terminated.

The control flow will be described.
(About engine start control processing)
In a hybrid vehicle, it is not always necessary to start the engine E by turning on the ignition, but when the battery state SOC is low and it is determined that charging is necessary, or when the friction is determined to be large at extremely low temperatures, etc. There are scenes that require engine start when the vehicle is stopped.

  FIG. 9 is a collinear diagram showing the first start mode. When the engine oil temperature is measured and the engine oil temperature is equal to or higher than the mode switching oil temperature, the friction of the engine E is not so large, so the first motor generator MG1 and the engine E are connected by the S-Low mode as the first start mode. The output shaft is disconnected from the connected nomograph. In this state, the engine E is directly started by driving the first motor generator MG1.

  FIG. 11 is a loss map showing the motor loss of the first and second motor generators MG1, MG2. When starting the engine in the first start mode, first, since a large torque Tk1 is required as a starting torque at an engine speed of 0, high torque control is executed as the first motor generator MG1 control.

  Next, at the time of start-up after the start-up until the engine speed reaches a complete explosion, the torque control with less motor loss is executed by increasing the rotation speed of the first motor generator MG1 and decreasing the torque. To do. As shown in the first motor generator loss map, the engine starting torque at normal temperature (when the engine speed increases to some extent) with respect to the motor loss at engine starting torque at normal temperature (torque required for engine driving at engine speed 0). It can be seen that the torque required for driving the engine is controlled in a region where the motor loss is small. As a result, the engine E can be started without transmitting an engine start shock or the like to the output shaft, and battery loss due to motor loss can be reduced.

  On the other hand, when the oil temperature of the engine E is low, the starting load of the engine E is large and a large torque is required when starting the engine. As shown in the first motor generator loss map of FIG. 11, the engine starting torque at a low temperature is located in a very large loss region, and the engine starting torque at a low temperature is also located in a large loss region. At this time, if the first start mode in the S-Low mode is executed, the torque required for the first motor generator MG1 becomes very large, and it becomes difficult to start depending on the battery state. Therefore, the engine start in the Low-iVT mode is executed as the second start mode.

  FIG. 10 is a collinear diagram showing the second start mode. In the low-iVT mode, as shown in the operation table of FIG. 6, the engine clutch EC, the low brake LB, and the motor generator clutch MGC are engaged, and the high clutch HC and the series clutch SC are released. Further, the second motor generator MG2 is driven in a state where it is confirmed that the output shaft OUT is fixed by a brake or a parking gear.

  The rotation of the second motor generator MG2 is decelerated by the second planetary gear PG2 and output to the engine E, and the rotation decelerated by the first planetary gear PG1 by the engagement of the low brake LB is further decelerated by the third planetary gear PG3. And output to the engine E. As shown in the second motor generator loss map of FIG. 11, when the engine is started in the second start mode using the Low-iVT mode, both the engine starting torque at the low temperature and the engine starting torque at the low temperature have a small motor loss. You can drive in the area. In the engine start control after the engine is started, the second motor generator MG2 and the engine E are connected with a large reduction ratio in the second start mode, and therefore, compared with the first motor generator speed in the first start mode, The second motor generator MG2 can be operated in a high speed range. Therefore, it is possible to drive the second motor generator MG2 in a region where the motor loss is small, and even if the battery output decreases, the second motor generator MG2 can be started with a small driving force and the motor loss can be reduced.

  In addition, when starting off, the driving force can be secured by the Low-iVT mode, so that the vehicle can start quickly. If the high / low brake HLB is further engaged, the low mode can be started with a larger driving force secured. If the output shaft OUT is not fixed, the lever ratio of the third planetary gear PG3 cannot be used, so the driver is warned to select the parking range or the brake pedal is depressed. Thereby, the movement of the vehicle accompanying engine starting can be prevented reliably.

Next, the effect will be described.
In the hybrid vehicle control device of the first embodiment, the following effects can be obtained.
(1) The engine oil temperature is detected as load detection means for detecting the engine start load. When the engine oil temperature is lower than the mode switching oil temperature, the engine E is started by the first motor generator MG1 in the S-Low mode. When the first start mode and the detected engine oil temperature are higher than the mode switching oil temperature, the second start mode for starting the engine E as the Low-iVT mode is executed. As a result, the engine start mode can be selected according to the engine load, and the engine can be started reliably.

  (2) After the engine is started, when the engine speed shifts to the complete explosion speed, the rotational speed of the first motor generator MG1 and / or the second motor generator MG2 is increased and the torque is reduced. As a result, the motor generator can be driven in a region where the motor loss is small, and the battery output can be reduced. The motor generator control may be executed only when the battery output is reduced or may be always executed, and is not particularly limited.

  (3) In Low-iVT mode, the engine E is connected to the third ring gear R3, the output shaft OUT is connected to the third pinion carrier PC3, the second ring gear R2 is connected to the third sun gear S3, and the second pinion carrier is connected. The low brake LB is connected to PC2, and the second motor generator MG2 is connected to the third sun gear S3. In this configuration, by engaging the low brake LB and starting the engine with the second motor generator torque, it is possible to start the engine E in a state where the deceleration action by the plurality of planetary gears is obtained, and the second motor generator MG2 Can be controlled at a high speed and with a low torque, the engine start can be reliably achieved while reducing the second motor generator loss.

  (4) By detecting whether the output shaft OUT is fixed by the inhibitor SW14, the brake SW15, etc., it is possible to reliably prevent the vehicle from moving as the engine starts. Further, when the output shaft OUT is not fixed, further safety can be ensured by urging the fixing with the warning lamp 16 or the like.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention. For example, although the control using only the second motor generator MG2 is shown as the second start mode, the driving force of the first motor generator MG1 may be used as long as the rotation speed of the output shaft OUT can be maintained at zero. Further, although engine start control based on the Low-iVT mode is executed as the second start mode, engine start control based on the High-iVT mode may be executed. However, since the reduction ratio obtained between each motor generator and engine E is smaller than in Low-iVT mode, it is based on Low-iVT mode or High-iVT mode depending on the engine load. It may be switched.

  The hybrid vehicle control device of the first embodiment has an example of a hybrid differential device that includes a differential device composed of three single pinion type planetary gears and can select a parallel travel mode and a series travel mode. However, for example, as described in Japanese Patent Application Laid-Open No. 2003-32808 and the like, a hybrid differential device having a differential device constituted by a Ravigneaux type planetary gear and capable of selecting a parallel travel mode and a series travel mode It can also be applied to. Furthermore, the present invention can be applied to a series type hybrid vehicle having only a series running mode.

1 is an overall system diagram illustrating a hybrid vehicle according to a first embodiment. FIG. 5 is a collinear diagram showing five driving modes in an electric vehicle mode in the hybrid vehicle of the first embodiment. FIG. 6 is a collinear diagram showing five travel modes in a hybrid vehicle mode in the hybrid vehicle of the first embodiment. FIG. 3 is a collinear diagram illustrating a relationship with each engagement element in the hybrid vehicle of the first embodiment. It is a figure which shows an example of the driving mode map used for selection of driving modes in the hybrid vehicle of Example 1. 3 is an operation table of an engine, an engine clutch, a motor generator, a low brake, a high clutch, a high / low brake, a series clutch, and a motor generator clutch in the “10 travel modes” in the hybrid vehicle of the first embodiment. 3 is a flowchart illustrating a flow of an engine start control process according to the first embodiment. 3 is a flowchart illustrating motor generator control in an engine start control process according to the first embodiment. FIG. 3 is a collinear diagram illustrating engine start in the S-Low mode according to the first embodiment. FIG. 3 is a collinear diagram illustrating engine start in Low-iVT mode according to the first embodiment. 3 is a loss map showing a motor generator loss according to the first embodiment.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator
OUT Output shaft (output member)
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
LB Low brake
HC high clutch
HLB High / Low brake
EC engine clutch
MGC motor generator clutch
SC series clutch 1 engine controller 2 motor controller 3 inverter 4 battery 5 hydraulic control device 6 integrated controller 7 accelerator opening sensor 8 vehicle speed sensor 9 engine speed sensor 10 first motor generator speed sensor 11 second motor generator speed sensor 12 Third ring gear speed sensor 13 Engine oil temperature sensor 14 Inhibitor SW
15 Brake SW
16 Warning light

Claims (4)

Four or more input / output elements are arranged on the alignment chart, one of two elements arranged inside the input / output elements is input from the engine, and the other is an output member to the drive system. And a differential device in which a first motor generator and a second motor generator are respectively connected to two elements arranged on both outer sides of the inner element;
A plurality of fastening elements provided on the input / output element to achieve a plurality of driving modes;
In a hybrid vehicle control device comprising:
An engine clutch that connects and disconnects between the engine and the differential; a motor generator clutch that connects and disconnects between the first motor generator and the differential; and between the engine and the first motor generator. With a series clutch to connect and disconnect,
Load detecting means for detecting or estimating the engine starting load is provided,
When the engine start load detected by the engine start load detecting means is smaller than a predetermined value, the engine clutch and the motor generator clutch are released, and the series clutch is engaged to start the engine by the first motor generator. A first start mode for starting;
When the detected engine starting load is larger than a predetermined value, at least the engine clutch is engaged, and the engine is started via the differential device by the first motor generator and / or the second motor generator torque. A control apparatus for a hybrid vehicle, comprising engine start control means comprising a second start mode. In the hybrid vehicle control device according to claim 1,
The engine start control means increases the rotational speed of the first motor generator and / or the second motor generator and generates torque when the engine speed has shifted to the complete explosion speed after the engine is started. A control apparatus for a hybrid vehicle, characterized in that the controller is reduced. In the control apparatus of the hybrid vehicle according to claim 1 or 2,
The differential device includes at least a planetary gear including a ring gear, a carrier, and a sun gear, and a reduction planetary gear including a reduction ring gear, a reduction carrier, and a reduction sun gear, an engine is connected to the ring gear, and the carrier An output element is connected, the ring gear for reduction is connected to the sun gear, a brake is connected to the carrier for reduction, and the second motor generator is connected to the sun gear for reduction,
In the second start mode, at least the engine clutch and the brake are engaged, and the engine is started via the differential device by the second motor generator torque. The hybrid vehicle control device according to any one of claims 1 to 3,
Fixed state detecting means for detecting whether or not the output member is fixed;
Notification means for prompting the driver to fix the output member;
Provided,
The engine start control means determines that the engine is started in the second start mode, and executes the second start mode when the output member is determined to be in the fixed state by the fixed state detection means, and the non-fixed state. And determining that the second start mode is prohibited and prompting the driver to fix the output member by the notification means.

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