JP2006160138A - Drive device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To inhibit a dead zone generated when it shifts to engine cruise from a motor cruise while a region it travels only with a drive force of the motor is enlarging. <P>SOLUTION: When an operator's demand torque becomes larger than a predetermined torque during cruise only with the drive force of the first motor generator (2) or the second motor generator (7), an engine (1) cranking is performed while the gear ratio of the motor change gear (19) is altered into smaller gear ratio of the change gear ratio. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a drive device for a hybrid vehicle.

  A hybrid vehicle that travels by generating a driving force of the vehicle with an engine and a motor is known.

In a hybrid vehicle, the traveling mode using only the motor as the driving power source, the traveling mode using only the engine as the driving power source, or the traveling mode using both the motor and the engine as the driving power source are switched according to the driving state of the vehicle. The technique to do is described in Patent Document 1.
Japanese Patent Laid-Open No. 10-083187

  In order to improve fuel efficiency in the above-described conventional technology, when the vehicle travels only with the driving force of the motor at a relatively low vehicle speed and the vehicle speed becomes high and the required driving force cannot be generated only with the motor, And the travel mode is switched so that the vehicle travels at least by the driving force of the engine. At this time, when the engine is started after the required driving force exceeds the limit driving force of the motor, it takes time until the engine torque starts, and power for cranking is consumed during engine starting. As a result, the driving force of the motor is reduced, thereby generating a dead zone of the driving force.

  Here, if the motor limit driving force is set lower than the actual limit driving force, the engine can be started before the motor driving force reaches the limit. Therefore, it is possible to suppress the generation of the dead zone of the driving force. Therefore, the area in which the motor travels is reduced and the fuel consumption is deteriorated.

  The present invention has been made paying attention to such a conventional problem, and a dead zone that occurs when shifting from motor traveling to engine traveling while expanding the region that travels only by the driving force of the motor. It aims at providing the drive device of the hybrid vehicle which can be suppressed.

  The present invention solves the above problems by the following means. In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.

  The present invention includes an engine (1) connected to drive wheels (6) via a drive shaft (4), a first motor generator (2) connected to the drive shaft (4), and a plurality of shift stages. The second motor / generator (7) connected to the drive shaft (4) via the motor transmission (19) and the first motor / generator (2) or the second motor / generator (7) are running only with the driving force. First motor generator control means (S430) for cranking the engine (1) by powering the first motor generator (2) when the driver's required torque exceeds a predetermined torque, and first motor generator control Shift control means (S510, S520) for changing the gear stage of the motor transmission (19) to a gear stage having a smaller gear ratio in accordance with execution of the means (S430). .

  According to the present invention, when the required torque of the driver becomes larger than the predetermined torque while the motor is running, the engine is started by cranking by the first motor generator, and the first torque is calculated based on the required torque. (2) While controlling the torque of the motor generator, the gear stage of the motor transmission is switched to a gear stage having a smaller torque amplification factor. As a result, even if the power supplied from the battery to the second motor generator is reduced and the driving force of the vehicle is insufficient, the driving force that is insufficient until the engine is started can be supplemented by the inertia torque of the second motor generator. In addition, it is possible to suppress the dead zone of the driving force that occurs at the time of the transition from the motor travel to the engine travel while expanding the operation range in which the motor can travel.

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

(First embodiment)
FIG. 1 is an overall configuration diagram showing a drive device for a hybrid vehicle in the present embodiment. The engine 1 generates driving force for the vehicle and supplies driving force for power generation to a motor generator (MG) 2. The engine transmission 3 changes the rotational speed of the engine 1 in accordance with the driver's requested driving force. The driving force of the engine 1 converted in the engine transmission 3 is transmitted to the rear wheel 6 that is the driving wheel via the driving shaft 4 and the rear wheel differential gear 5. The front wheel 8 is a steering wheel and a driven wheel.

  The MG (first motor generator) 2 generates a driving force of the vehicle and rotates by the driving force of the engine 1 to generate electric power. The MG 2 transmits the driving force to the engine 1 and cranks it to start the engine 1.

  The MG (second motor generator) 7 regenerates the kinetic energy of the vehicle by generating the driving force of the vehicle and rotating with the rear wheel 6 when the vehicle is coasting.

  The MG transmission (motor transmission) 19 is provided between the MG 7 and the drive shaft 4, and has two types of shift stages of the low gear 9 and the high gear 10 having a smaller gear ratio than the low gear 9, that is, having a low torque amplification factor. . The low gear 9 is selected in a low vehicle speed state after the vehicle has started, and the high gear 10 is selected at a higher vehicle speed. The MG 7, the low gear 9, and the high gear 10 are intermittently engaged by the clutches 11 and 12, respectively, and the low gear 9 is engaged by increasing the engagement force of the clutch 11, and the high gear 10 is engaged by increasing the engagement force of the clutch 12. The clutch actuator 13 generates a fastening force for each of the clutches 11 and 12.

  The inverters 14 and 15 control the torques of the MG2 and 7 by controlling the voltages supplied to the MG2 and MG7, respectively. The battery 18 stores the power supplied to the MGs 2 and 7 through the inverters 14 and 15 and the generated power of the MGs 2 and 7.

  The wheel speed sensor 16 detects the rotational speed of the wheels 6 and 8. The MG rotation speed sensor 20 detects the rotation speed of the MG 7. The hybrid control module (HCM) 17 receives the rotational speeds of the wheels 6 and 8, the rotational speed of the MG 7 and the state of charge (SOC) of the battery 18, and generates the driving force required by the driver. The inverters 14 and 15, the engine transmission 3 and the MG transmission 19 are controlled.

  Next, control performed by the HCM 17 will be described with reference to FIG. FIG. 2 is a flowchart showing control of the drive device for the hybrid vehicle in this embodiment. This control attempts to suppress a decrease in driving force until the engine torque rises by shifting the MG transmission and using the inertia torque of MG7 as the driving force when shifting from motor running to engine running. To do.

  In step S100, engine start determination accompanied by MG transmission gear position change is performed. In engine start determination, it is determined whether or not it is necessary to shift from motor travel to engine travel. Further, it is determined whether or not it is necessary to change the gear position by the MG transmission 19 when starting the engine according to the required torque.

  In step S200, it is determined whether or not an engine start command with a change in the MG transmission gear position has been detected. If a shift command is detected, the process proceeds to step S300. If not detected, it is not necessary to perform this control, and the process ends.

  In step S300, the torque target value of MG7 is calculated. The torque target value of MG7 is set so as not to exceed the required torque even if the inertia torque of MG7 is added.

  In step S400, engine start control is executed. The engine start control is engine start that is performed when shifting from motor travel to engine travel and is accompanied by a change in the gear position of the MG transmission 19.

  In step S500, the shift control of the MG transmission 19 is executed. The shift control of the MG transmission 19 is a shift control performed when shifting from motor travel to engine travel. Steps S400 and S500 are executed simultaneously.

  Hereinafter, the control in steps S100 to S500 will be described in more detail with reference to FIGS.

  FIG. 3 is a flowchart showing the engine start determination control that involves changing the gear position of the MG transmission 19 in step S100.

  In step S110, the required torque of the vehicle is read. The required torque is determined based on the accelerator pedal opening (APO) by the driver.

  In step S120, it is determined whether the required torque is greater than a predetermined torque. If the requested torque is greater than the predetermined torque, the process proceeds to step S130, and if it is equal to or less than the predetermined torque, the process is terminated. The predetermined torque is a required torque value at which it can be determined that the required torque cannot be realized only by the torque of MG7, and is determined in advance through experiments or the like.

  In step S130, the target rotational speed of the engine 1 is calculated. In the engine transmission 3, an appropriate shift speed is selected based on the vehicle speed and APO, and the target rotational speed of the engine 1 is calculated based on the vehicle speed, APO, and the gear ratio of the shift speed of the engine transmission 3.

  In step S140, the electric power required for starting the engine 1 is calculated. The power required for starting the engine is calculated based on the target rotational speed of the engine 1 and the required torque. The power required for starting the engine is calculated so as to increase as the target rotational speed of the engine 1 increases and as the required torque increases.

  In step S150, it is determined whether the torque of MG7 at the time of engine start is equal to or greater than the required torque. If the torque of MG7 at the time of engine start is equal to or greater than the required torque, the process proceeds to step S160, and if less than the required torque, the process proceeds to step S170. When starting the engine 1, it is necessary to supply the engine start required power to the MG 2 that cranks the engine 1, and accordingly, the power that can be supplied to the MG 7 decreases accordingly. Here, the occurrence of the dead body in the prior art occurs when the power that can be supplied to the MG 7 is lower than the power required for the MG 7, but in the present invention, the occurrence of the dead body is suppressed by the following steps.

  In step S160, the engine 1 is started. This engine start is a conventional engine start in which the required torque is generated by the MG 7 until the engine 1 is started, and the required torque is generated by the engine 1 and the MG 7 after the engine is started.

  On the other hand, when it is determined in step S150 that the torque of the MG 7 at the time of starting the engine is less than the required torque, the process proceeds to step S170 and an engine start command accompanied by a change in the gear position of the MG transmission 19 is output. If the torque of the MG 7 at the time of starting the engine is less than the required torque, a torque dead zone will be generated at the time of starting the engine. In order to prevent this, the following control is performed.

  FIG. 4 is a flowchart showing the control for calculating the MG7 torque target value in step S300.

  In step S310, the target torque of MG7 is read. The target torque of MG7 is the MG7 torque at the time of engine start used for the determination in step S150, and is the maximum torque of MG7 when taking into account that the power supplied to MG7 decreases due to engine start.

  In step S320, the rotational speed of MG7 is read. The rotation speed of the MG 7 is detected by the inverter 15.

  In step S330, an inertia torque TMG7 of MG7 is calculated. The rotational speed of MG7 increases as the vehicle speed increases, and MG7 generates inertia torque TMG7 in accordance with the increase rate of the rotational speed. Inertia torque TMG7 is calculated based on the following equation (1).

TMG7 = JMG7 × ΔN / Δt (1)
Here, JMG7 is the rotational inertia of MG7, ΔN is the difference in rotational speed of MG7 before and after the MG transmission 19 is shifted, and Δt is the time required for switching the clutches 11 and 12 of the MG transmission 19.

  In step S340, it is determined whether or not the sum of the MG7 target torque and the MG7 inertia torque is greater than the required torque. If the sum of the MG7 target torque and the MG7 inertia torque is greater than the required torque, the process proceeds to step S350, and if it is equal to or less than the required torque, the process ends.

  In step S350, the MG7 target torque is changed. When the gear position of the MG transmission 19 is changed, the vehicle is applied with the MG7 inertia torque in addition to the MG7 target torque. Therefore, in step S340, it is determined that the value obtained by adding the MG7 inertia torque to the MG7 target torque is greater than the required torque. If it is, the MG7 target torque is reduced.

  FIG. 5 is a flowchart showing the engine start control in step S400.

  In step S410, the gear ratio of the selected gear of the engine transmission 3 is read. The gear ratio is stored in advance in the HCM for each gear.

  In step S420, the target rotational speed of the engine 1 is read. The target rotation speed is the rotation speed calculated in step S130.

  In step S430, the rotational speed of MG2 is controlled. The rotation speed of the MG 2 is controlled so as to become the target rotation speed of the engine 1 by the required engine start power supplied from the battery, and thereby the engine 1 is cranked. The battery output is preferentially supplied to the MG 2 that performs cranking.

  In step S440, it is determined whether or not the engine 1 has completely exploded. If the engine 1 has completely exploded, the process proceeds to step S450. If the engine 1 has not completely exploded, the process returns to step S430 to continue cranking. The complete explosion of the engine 1 is determined based on a change in the rotational speed of the MG 2 during cranking or a change in the rotational speed of the crank.

  In step S450, the torque of the engine 1 is controlled. The engine torque is controlled so as to generate a full opening torque so that the engine rotation speed becomes the target rotation speed.

  In step S460, it is determined whether the engine speed is equal to or higher than the target speed. If the engine rotational speed is equal to or higher than the target rotational speed, the process proceeds to step S470. If the engine rotational speed is less than the target rotational speed, the process returns to step S450 and the engine torque control is continued.

  In step S470, clutch engagement of the engine transmission 3 is started.

  In step S480, the rotation speed control of MG2 is stopped.

  In step S490, the engine torque is controlled. Unlike the control in step S450, the engine torque control performed here is controlled to a torque that realizes the required torque of the vehicle.

  FIG. 6 is a flowchart showing the MG transmission shift control in step S500.

  In step S510, the fastening force of the clutch 11 is reduced.

  In step S520, the fastening force of the clutch 12 is increased.

  In step S530, it is determined whether or not the engine 1 has completely exploded. If the engine 1 has completely exploded, the process proceeds to step S540. If the engine 1 has not completely exploded, the process returns to step S530 to determine the complete explosion of the engine 1 again. In addition, since control of MG2 for starting the engine 1 is performed in step S430, only complete explosion determination is performed here.

  In step S540, it is determined whether or not the sum of the MG7 target torque and the MG7 inertia torque is smaller than the required torque. If the sum of the MG7 target torque and the MG7 inertia torque is smaller than the required torque, the process proceeds to step S550, and if it is equal to or greater than the required torque, the process ends.

  In step S550, it is determined whether the battery power is greater than a predetermined power. If the battery power is greater than the predetermined power, the process proceeds to step S560, and if the battery power is equal to or lower than the predetermined power, the process ends. The predetermined power is a power value for determining whether or not there is a margin for supplying power to the MG 7 and is obtained in advance by an experiment or the like.

  In step S560, the target torque of MG7 is changed. In step S550, since it is determined that there is a margin for supplying power to MG7, the target torque of MG7 is increased by the marginal power.

  Next, a method for determining whether or not the MG speed change at the time of starting the engine in step S100 will be described with reference to FIG. 7 for easier understanding. FIG. 7 is a characteristic diagram showing torque characteristics of MG7, engine torque characteristics, and vehicle running resistance. Since the MG 7 has a wide equi-output region, the equi-output lines when the low gear 9 and the high gear 10 are selected partially overlap. The iso-output lines indicate output characteristics when driven with the maximum power that can supply MG7. Line C is the maximum output characteristic of MG 7 when the power supplied to MG 7 is reduced at the time of engine start, and line D is a threshold value for determining whether engine start is necessary.

  If the torque required by the driver reaches point A 'when the vehicle is running on a motor with point A, the point A' is between line C and line D, so the engine needs to be started. However, the required torque can be generated only by the torque of the MG 7 until the engine 1 is started. Therefore, the conventional engine start shown in step S160 is performed, and the vehicle travels at least by the driving force of the engine 1.

Also, if the driver's required torque reaches point B 'when the vehicle is running on a motor with point B, the required torque is generated only by MG7 because point B' is greater than the maximum output of MG7. I can't. Therefore, the engine 1 is started, and the shift control of the MG transmission 19 is also performed simultaneously with the engine start control. This
Since the inertia torque of the MG 7 is transmitted to the drive shaft by the engagement of the clutch 12 until the engine 1 is started, it is possible to suppress a dead zone in the driving force of the vehicle.

  Next, the operation of this embodiment will be described with reference to FIG. FIG. 8 is a time chart showing the control of the drive device for the hybrid vehicle in the present embodiment. 8A is the accelerator pedal opening command (APO), FIG. 8B is the engine torque, FIG. 8C is the torque of MG2, FIG. 8D is the torque of MG7, and FIG. 8 (f) is the clutch engaging force of the engine transmission 3, FIG. 8 (g) is the rotational speed of the MG 7, FIG. 8 (h) is the engaging force of the clutch 11, and FIG. 8 (i). Represents the fastening force of the clutch 12, and FIG. 8 (j) represents the driving force of the vehicle.

  Hereinafter, a description will be given of a case where the engine is started and the engine is shifted to the engine running. Note that the engine traveling of the present embodiment does not travel with the driving force of only the engine 1 but travels while assisting the driving force of the engine 1 with the driving force of the MG 7.

  At time t0, the vehicle is accelerating while running on the motor, and the rotational speed of the MG 7 is increasing (FIG. 8 (g)). When APO increases due to an increase in the required torque by the driver at time t1, the MG7 torque is increased in order to realize the required torque (FIGS. 8A and 8D). As a result, the driving force of the vehicle also increases (FIG. 8 (j)). Thereafter, if it is determined that APO rises and the required torque exceeds the predetermined torque and the required torque cannot be generated only by the torque of MG7, an engine start command with MG shift is issued.

  At time t2, electric power necessary for starting the engine is supplied to the MG 2 to crank the engine 1 (FIGS. 8B and 8C). As a result, the power supplied to the MG 7 is reduced, so that the torque of the MG 7 is reduced (FIG. 8 (d)). Thereafter, when the engine 1 completes explosion and starts self-sustaining rotation, the engine rotation speed increases and the torque of the MG 2 decreases (FIGS. 8B and 8C). As a result, a margin is generated in the electric power of the battery 18, so that the torque of the MG 7 increases (FIG. 8 (d)).

  Similarly, at time t2, the rotational speed of the MG 7 is decreased by decreasing the engagement force of the clutch 11 and increasing the engagement force of the clutch 12 (FIGS. 8G, 8H, and 8I). Since the torque of the MG 7 is transmitted to the drive shaft by the engagement of the clutch 12, the driving force of the vehicle increases (FIG. 8 (j)). At this time, even if electric power is preferentially distributed to MG2 for engine start and the torque generated by MG7 decreases, the inertia torque TMG7 of MG7 is transmitted to the vehicle by switching the clutches 11 and 12, so that the vehicle A drop in driving force can be suppressed.

  At time t3, the engine start control and the engagement control of the clutches 11 and 12 are finished, and the engagement force of the engine transmission 3 is increased, so that the drive force of the engine 1 is transmitted to the drive shaft, and the drive force of the vehicle corresponds to the required torque. (FIGS. 8F and 8J).

  Here, the control method in step S350 for calculating the target torque of MG7 during the change of the gear position of the MG transmission 19 will be described with reference to FIGS. FIG. 9 is a time chart showing control of the target torque of MG 7 according to APO. FIG. 10 is a time chart showing the control of the target torque of MG 7 in accordance with the rotational speed of MG 7. In either case, (a) is APO, (b) is the rotational speed of MG7, (c) is the torque of MG7, (d) is the fastening force of clutch 11, (e) is the fastening force of clutch 12, and (f) is the vehicle. The driving force is shown. The times shown in FIGS. 9 and 10 correspond to the times shown in FIG.

  First, control of the target torque of MG 7 according to APO will be described with reference to FIG. When APO increases due to an increase in the required torque by the driver at time t1, the MG7 torque is increased to realize the required torque. Engagement control of the clutches 11 and 12 is started at time t2, and the target torque of the MG 7 at this time is set to be smaller as the required torque is smaller so that the required torque is not exceeded even if the inertia torque of the MG 7 is added. Thereby, at time t3, the driving force of the vehicle becomes a value corresponding to the required torque.

  Next, the control of the target torque of the MG 7 according to the vehicle speed will be described with reference to FIG. When APO increases due to an increase in the required torque by the driver at time t1, the MG7 torque is increased to realize the required torque. Engagement control of the clutches 11 and 12 is started at time t2. At this time, the inertia torque of MG7 becomes smaller as the rotational speed of MG7, that is, the vehicle speed becomes lower, so that the target torque of MG7 is set larger accordingly. Thereby, at time t3, the driving force of the vehicle becomes a value corresponding to the required torque regardless of the vehicle speed.

  As described above, in the present embodiment, when the driver's required torque becomes larger than the predetermined torque when the motor is running only with the driving force of MG7, the engine 1 is started by performing cranking with MG2. Then, the gear position of the MG transmission 19 is switched to the high gear 9 while controlling the torque of the MG 7 based on the required torque. As a result, even if the power supplied from the battery 18 to the MG 7 decreases due to the cranking by the MG 2 and the driving force of the vehicle is insufficient, the driving force that is insufficient until the engine 1 is started can be supplemented with the inertia torque of the MG 7. . Therefore, it is possible to improve the fuel efficiency by expanding the driving range in which the motor can travel, and to smoothly switch the driving mode while suppressing the dead zone of the driving force that occurs when shifting to the engine traveling.

  Moreover, since the electric power of the battery 18 is preferentially supplied to the MG 2 that starts the engine, the dead zone of the driving force can be suppressed without deteriorating the startability of the engine 1.

  Further, since the rotational speed of the MG 2 at the time of cranking is controlled based on the gear ratio of the gear selected in the engine transmission 3 and the vehicle speed, the cost increase is suppressed without changing the control system of the engine transmission 3. However, the dead zone of the driving force can be suppressed.

  Furthermore, since the torque of the MG 7 during the change of the gear position of the MG transmission 19 is set larger as the driver's required torque is larger, it is possible to generate the driving force of the vehicle corresponding to the required torque.

  Furthermore, since the torque of the MG 7 during the change of the gear position of the MG transmission 19 is set to be smaller as the inertia torque of the MG 7 is larger, the total torque of the torque of the MG 7 and the inertia torque is prevented from exceeding the required torque. Therefore, appropriate driving force control can always be performed.

  Furthermore, when the required torque is insufficient, the MG 7 compensates for the insufficient torque after the engine 1 is started, so that the engine can be reliably started and the required torque can be realized more reliably.

(Second Embodiment)
FIG. 11 is an overall configuration diagram showing a hybrid vehicle drive device in the present embodiment. The vehicle used in the present embodiment is a front wheel drive vehicle that drives the front wheels 8. The overall configuration is substantially the same as in the first embodiment, and the driving force of the engine 1 and MG2 is shifted by the engine transmission 3 and transmitted to the front wheels 8 as driving wheels via the driving gear 30 and the front differential gear 31. The The driving force of the MG 7 is shifted by the MG transmission 19 and transmitted to the front wheels 8 as driving wheels via the driving gear 30 and the front differential gear 31.

  The present embodiment is configured as described above, and the control is exactly the same as the first embodiment.

  Thereby, also in this embodiment, the same operation effect as a 1st embodiment can be obtained.

  The present invention is not limited to the embodiment described above, and various modifications and changes can be made within the scope of the technical idea, and it is obvious that these are equivalent to the present invention.

  For example, in the present embodiment, the torque of the MG 7 during the change of the gear position of the MG transmission 19 is set according to the driver's required torque and the inertia torque of the MG 7, but not limited to this, based on only one of them. May be set.

  Further, the engine transmission 3 used in the present embodiment is any one of an automatic transmission composed of a planetary gear and a multi-plate clutch, an automatic MT that automatically shifts a manual transmission, a continuously variable transmission, and the like. Also good.

  Furthermore, in the present embodiment, the MG transmission 19 has two types of gears, but may have three or more types of gears.

1 is an overall configuration diagram of a hybrid vehicle drive device according to a first embodiment. FIG. It is the flowchart which showed control of the drive device of the hybrid vehicle in 1st Embodiment. It is the flowchart which showed control of the drive device of the hybrid vehicle in 1st Embodiment. It is the flowchart which showed control of the drive device of the hybrid vehicle in 1st Embodiment. It is the flowchart which showed control of the drive device of the hybrid vehicle in 1st Embodiment. It is the flowchart which showed control of the drive device of the hybrid vehicle in 1st Embodiment. FIG. 5 is a characteristic diagram showing torque characteristics of MG7, engine torque characteristics, and vehicle running resistance. It is the time chart which showed the content of the drive device of the hybrid vehicle in 1st Embodiment. It is a time chart which showed control of the target torque of MG7 according to APO. It is the time chart which showed control of the target torque of MG7 according to the rotational speed of MG7. It is a whole block diagram of the drive device of the hybrid vehicle in 2nd Embodiment.

Explanation of symbols

1 Engine 2 MG (Motor Generator)
3 Engine Transmission 4 Drive Shaft 5 Rear Wheel Differential Gear 6 Rear Wheel 7 MG (Motor Generator)
8 Front wheel 9 Low gear 10 High gear 11 Clutch 12 Clutch 13 Clutch actuator 14 Inverter 15 Inverter 16 Wheel speed sensor 17 HCM (Hybrid control module)
18 Battery 19 MG Transmission 30 Drive Gear 31 Front Wheel Differential Gear

Claims (7)

An engine connected to the drive wheels via a drive shaft;
A first motor generator connected to the drive shaft;
A second motor generator connected to the drive shaft via a motor transmission having a plurality of shift stages;
The first motor generator is powered to crank the engine when the driver's required torque becomes larger than a predetermined torque while traveling only with the driving force of the first motor generator or the second motor generator. Motor generator control means;
Shift control means for changing the gear stage of the motor transmission to a gear stage having a smaller gear ratio in accordance with execution of the first motor generator control means;
A drive device for a hybrid vehicle, comprising: A battery for supplying electric power to the first motor generator and the second motor generator; second motor generator control means for causing the second motor generator to power after the start of operation of the first motor generator control means;
Further comprising
The first motor generator control means causes the first motor generator to be powered by electric power supplied from the battery, and the second motor generator control means uses the remaining electric power consumed by the first motor generator control means. The hybrid vehicle drive device according to claim 1, wherein the second motor generator is powered. An engine transmission for shifting the rotational speeds of the engine and the first motor generator and transmitting it to the drive shaft;
The said 1st motor generator control means controls the rotational speed of the said 1st motor generator based on the gear ratio and vehicle speed of the gear selected by the said engine transmission. Hybrid vehicle drive device.   4. The hybrid vehicle drive device according to claim 2, wherein the second motor generator control unit controls the torque of the second motor generator based on a torque required by a driver. 5.   4. The hybrid vehicle drive device according to claim 2, wherein the second motor generator control unit controls a torque of the second motor generator based on a rotation speed of the second motor generator. 5.   4. The hybrid according to claim 2, wherein the second motor generator control means controls the torque of the second motor generator based on a torque required by a driver and a rotation speed of the second motor generator. 5. Vehicle drive device.   When the total torque of the torque of the second motor generator and the inertia torque generated by the rotation of the second motor generator is less than the required torque after the engine is completely exploded, the second motor generator control means 7. The drive device for a hybrid vehicle according to claim 4, wherein the torque of the second motor generator is increased so that the total torque becomes equal to or greater than the required torque. 8.

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