Vehicle

A vehicle includes an engine, a first motor generator, a second motor generator, a transmission, a differential device, and an electronic control unit. The transmission includes an input shaft, an output shaft, and a clutch. The electronic control unit is configured to detect a rotation speed difference between the input shaft and the output shaft when the clutch is controlled so as to be brought into a power transmission shut-off state. The electronic control unit is configured to, when the rotation speed difference detected by the electronic control unit is smaller than a target rotation speed difference between the input shaft and the output shaft that occurs in a case where the power transmission shut-off state of the clutch is established, suppress cranking of the engine by the first motor generator.

INCORPORATION BY REFERENCE

The disclosure of Japanese Patent Application No. 2015-160996 filed on Aug. 18, 2015 including the specification, drawings and abstract is incorporated herein by reference in its entirety.

BACKGROUND

1. Technical Field

The disclosure relates to control for a vehicle in which are mounted a transmission having a clutch configured to be engaged at the time of starting and to be disengaged at the time of power shut-off and a motor generator coupled to an input shaft of the transmission.

2. Description of Related Art

For example, Japanese Patent Application Publication No. 2013-112335 (JP 2013-112335 A) discloses a hybrid vehicle in which the necessity of charging of an in-vehicle battery during stoppage of the vehicle is determined, and in a case where it is determined that charging of the battery is required, a motor brings a transmission coupled to an input shaft into a power shut-off state. JP 2013-112335 A discloses a technique which, after the transmission is brought into the power shut-off state, engages a clutch provided between an engine and the motor to start the engine, generates electric power with the power of the engine, and charges the in-vehicle battery with the generated electric power.

SUMMARY

However, in a vehicle including an engine, a first motor generator, a second motor generator, and a differential device coupled with the engine, the first motor generator, and the second motor generator, in a case where the engine is started using the first motor generator in a state where a power transmission shut-off state of a transmission is not established due to transmission failure, the torque of the second motor generator is increased to provide a reaction force of the first motor generator, and thus, the increased torque may be transmitted to drive wheels through the transmission. For this reason, vibration, noise, or the like may occur in the vehicle. Meanwhile, one may consider determining whether or not the power transmission shut-off state of the transmission is established using a sensor which detects the state of a clutch, but the number of components may increase and manufacturing costs may increase.

The embodiments provide a vehicle capable of determining whether or not the power transmission shut-off state of the transmission is established with high accuracy while suppressing increases in costs.

A vehicle according to one aspect includes an engine, a first motor generator, a second motor generator, a transmission, a differential device, and an electronic control unit. The transmission includes an input shaft, an output shaft, and a clutch. The input shaft is coupled to the second motor generator. The output shaft is coupled to drive wheels of the vehicle. The clutch is configured to switch a transmission state of the input shaft with the output shaft between a power transmission state and a power transmission shut-off state. The differential device includes a first rotating element, a second rotating element, and a third rotating element. The first rotating element is coupled to the first motor generator. The second rotating element is coupled to the second motor generator. The third rotating element is coupled to an output shaft of the engine. The differential device is configured such that when rotation speeds of two rotating elements among the first rotating element, the second rotating element, and the third rotating element are determined, a rotation speed of a remaining one of the first, second and third rotating elements is determined. The electronic control unit is configured to control the first motor generator, the second motor generator, and the clutch. The electronic control unit is configured to detect a rotation speed difference between the input shaft and the output shaft when the clutch is controlled so as to be brought into the power transmission shut-off state. The electronic control unit is configured to, when the rotation speed difference detected by the electronic control unit is smaller than a target rotation speed difference between the input shaft and the output shaft that occurs in a case where the power transmission shut-off state of the clutch is established, suppress cranking of the engine by the first motor generator.

According to the vehicle of this aspect, the rotation resistance of the input shaft in a case where the power transmission shut-off state is not established becomes higher than the rotation resistance of the input shaft in a case where the power transmission shut-off state is established. For this reason, in a case where the clutch is controlled so as to be brought into the power transmission shut-off state, when the rotation speed difference is smaller than the target rotation speed difference, it can be said that the power transmission shut-off state is not established. For this reason, the cranking of the engine by the first motor generator is suppressed, whereby it is possible to suppress the occurrence of vibration or noise due to the transmission of torque of the first motor generator to the drive wheels through the transmission. It is not necessary to provide a sensor which detects the state of the clutch in order to determine whether or not the power transmission shut-off state is established with high accuracy, and thus, it is possible to minimize an increase in the number of components and increases in manufacturing costs.

In the vehicle according to the above-described aspect, the electronic control unit may be configured to, when the clutch is controlled so as to be brought into the power transmission shut-off state, control the second motor generator so as to generate torque lower than a rolling resistance of the vehicle.

According to the vehicle of this aspect, in order to determine whether or not the power transmission shut-off state is established, while operating the second motor generator, it is possible to prevent the movement of the vehicle even in a state where the power transmission shut-off state is not established.

In the vehicle according to the above-described aspect, the electronic control unit may be configured to control the second motor generator such that a rotating shaft of the second motor generator rotates after a time set according to a temperature of hydraulic oil for use in the clutch has elapsed, after the clutch starts to be controlled so as to be brought into the power transmission shut-off state.

According to the vehicle of this aspect, the rotating shaft of the second motor generator is rotated at a timing when it is estimated that the power transmission shut-off state is established, whereby it is possible to determine whether or not the power transmission shut-off state is established with high accuracy.

In the vehicle according to the above-described aspect, the electronic control unit may be configured to control the second motor generator so as to output torque such that the output shaft of the engine rotates in a positive rotation direction.

According to the vehicle of this aspect, if the output shaft of the engine is rotated in the positive rotation direction, the rotation direction of the second motor generator is in the positive rotation direction, and thus, it is possible to perform the cranking of the engine without reversely rotating the second motor generator. For this reason, it is possible to suppress the occurrence of rattling noise or the like of a gear due to the reverse rotation of the second motor generator.

In the vehicle according to the above-described aspect, the transmission may include a fourth rotating element, a fifth rotating element, and a sixth rotating element. The transmission is configured such that, when rotation speeds of two rotating elements among the fourth rotating element, the fifth rotating element, and the sixth rotating element are determined, a rotation speed of a remaining one of the fourth, fifth and sixth rotating elements is determined. The fourth rotating element may be coupled to the second motor generator through the clutch. The fifth rotating element may be coupled to the output shaft of the transmission. The sixth rotating element may be coupled with a brake which is brought into an engagement state to restrict the rotation of the sixth rotating element and a one-way clutch which restricts the rotation direction of the sixth rotating element to a single direction. The electronic control unit may be configured to, when the clutch is controlled so as to be brought into the power transmission shut-off state, control the brake so as to be brought into the engagement state.

According to the vehicle of this aspect, the brake is brought into the engagement state, whereby it is possible to prevent the calculation of the difference between the rotation speed of the input shaft and the rotation speed of the output shaft of the transmission while in a state where the one-way clutch is rotated in a rotatable direction. For this reason, it is possible to prevent erroneous detection of whether or not the power transmission shut-off state of the transmission is established.

DETAILED DESCRIPTION OF EMBODIMENTS

Hereinafter, an embodiment will be described referring to the drawings. In the following description, the same components are represented by the same reference numerals. The names and functions of the same components are the same. Accordingly, detailed description of the same components will not be repeated.

As shown inFIG. 1, a vehicle10includes an engine12, a transmission unit15, a differential gear device42, and drive wheels44. The transmission unit15includes a differential unit20, and a transmission30. The vehicle10further includes an inverter52, a power storage device54, and a control device60.

The engine12is an internal combustion engine which converts thermal energy generated from combustion of fuel into kinetic energy of a moving body, such as a piston or a rotor, to generate power. The differential unit20is coupled to the engine12. The differential unit20includes a motor generator which is driven by the inverter52, and a power split device which splits the output of the engine12to a transmission member connected to the transmission30and to the motor generator. The differential unit20is configured to continuously change the ratio (transmission gear ratio) between the rotation speed of the output shaft of the engine12and the rotation speed of the transmission member connected to the transmission30by appropriately controlling the operation point of the motor generator, and functions as a continuously variable transmission. The detailed configuration of the differential unit20will be described below.

The transmission30is coupled to the differential unit20and is configured to change the ratio (transmission gear ratio) between the rotation speed of the transmission member (the input shaft of the transmission30) connected to the differential unit20and the rotation speed of a drive shaft (the output shaft of the transmission30) connected to the differential gear device42. The transmission30may be an automatic transmission which allows power transmission in a predetermined mode by engaging friction engagement elements (clutches) operated by hydraulic pressure (the transmission30is operable), and for example, a stepped automatic transmission which can change the transmission gear ratio in a stepwise manner by engaging or disengaging a plurality of friction engagement elements (clutches or brakes) operated by hydraulic pressure in a predetermined combination, or a continuously variable automatic transmission which has a start clutch capable of continuously changing the transmission gear ratio.

The transmission gear ratio (the total transmission gear ratio between the output shaft of the engine12and the drive shaft) of the transmission unit15is determined by the transmission gear ratio of the transmission30and the transmission gear ratio of the differential unit20. The detailed configuration of the transmission30will be described below along with the differential unit20. The differential gear device42is coupled to the output shaft of the transmission30, and transmits power output from the transmission30to the drive wheels44.

The inverter52is controlled by the control device60, and controls the driving of the motor generator included in the differential unit20. The inverter52is constituted of, for example, a bridge circuit which includes a semiconductor switching element for electric power for three phases. Though not particularly shown, a voltage converter may be provided between the inverter52and the power storage device54.

The power storage device54is a rechargeable DC power supply, and is constituted of a secondary battery, such as a lithium-ion battery or a nickel-hydrogen battery, for example. The power storage device54may be constituted of a power storage element, such as an electric double layer capacitor, instead of a secondary battery.

The electronic control unit60includes an engine electronic control unit (ECU)62, an MG-ECU64, a battery ECU66, an ECT-ECU68, and an HV-ECU70. Each of the ECUs includes a central processing unit (CPU), a storage device (memory), an input/output buffer, and the like (which are not shown), and executes predetermined control. The control which is executed by each ECU is not limited to processing by software, but may be processed with dedicated hardware (electronic circuit). The respective ECUs are connected to a communication line (bus)71, and exchange signals with one another.

The engine ECU62generates a control signal for driving the engine12based on an engine torque command and the like received from the HV-ECU70, and outputs the generated control signal to the engine12. The MG-ECU64generates a control signal for driving the inverter52, and outputs the generated control signal to the inverter52.

The battery ECU66estimates the charging state (indicated by a state of charge (SOC) value representing a current power storage amount to the fully charged state by percentage) of the power storage device54based on the voltage and/or the current of the power storage device54, and outputs the estimated value to the HV-ECU70. The ECT-ECU68generates a hydraulic pressure command for controlling the transmission30based on a torque capacity command and the like received from the HV-ECU70, and outputs the generated hydraulic pressure command to the transmission30.

The HV-ECU70receives signals of a shift lever and other sensors, and generates various commands for controlling the respective units of the vehicle10. As the representative control which is executed by the HV-ECU70, the HV-ECU70executes traveling control for controlling the engine12and the transmission unit15to achieve a desired state and allowing the vehicle to travel based on the operation amount of an accelerator pedal, the vehicle speed, and the like. The HV-ECU70executes gear shift control for controlling the differential unit20and the transmission30to reach a desired gear shift state based on the traveling state (accelerator opening, vehicle speed, and the like) of the vehicle, the position of the shift lever, and the like. The details of the gear shift control will be described below.

FIG. 2is a diagram showing main signals and commands which are input and output to and from the control device60shown inFIG. 1. Referring toFIG. 2, the HV-ECU70receives a signal from a shift range sensor which detects a shift range, and a signal from an engine rotation speed sensor14(seeFIG. 3) which detects the rotation speed of the engine12. The shift range includes, for example, a forward traveling (D) range, a reverse traveling (R) range, and a neutral (N) range. The shift range sensor may detect, for example, the position of the shift lever, or may be a sensor (neutral start switch) which is provided in the transmission30and detects the position of a member moved to a position corresponding to a shift range selected according to the operation of the shift lever.

The HV-ECU70further receives a signal from a MG1rotation speed sensor27(seeFIG. 3) which detects a rotation speed Nm1of a motor generator MG1(described below) included in the differential unit20, a signal from an MG2rotation speed sensor28(seeFIG. 3) which detects a rotation speed Nm2of a motor generator MG2(described below) included in the differential unit20, and a signal from an oil temperature sensor which detects the temperature (oil temperature) of hydraulic oil of the differential unit20and the transmission30. Furthermore, the HV-ECU70receives a signal indicating the SOC value of the power storage device54from the battery ECU66.

The ECT-ECU68receives a signal from an output shaft rotation speed sensor37(seeFIG. 3) which detects a rotation speed (hereinafter, referred to as an output shaft rotation speed) No of the output shaft of the transmission30.

The engine ECU62generates a throttle signal, an ignition signal, a fuel injection signal, and the like for driving the engine12and outputs the generated signals to the engine12. The MG-ECU64generates an MG1current command value and an MG2current command value for driving the motor generators MG1, MG2by the inverter52and outputs the MG1current command value and the MG2current command value to the inverter52. The ECT-ECU68generates a hydraulic pressure command such that the transmission30has the torque capacity corresponding to a torque capacity command Tcr and outputs the hydraulic pressure command to the transmission30.

FIG. 3is a diagram showing the configuration of the differential unit20and the transmission30shown inFIG. 1. In this embodiment, the differential unit20and the transmission30are constituted symmetrically with respect to the axes, and thus, inFIG. 3, the lower sides of the differential unit20and the transmission30are not shown.

Referring toFIG. 3, the differential unit20includes the motor generators MG1, MG2, and a power split device24. Each of the motor generators MG1, MG2is an AC motor, and is constituted of, for example, a permanent magnet synchronous motor which includes a rotor with permanent magnets embedded therein. The motor generators MG1, MG2are driven by the inverter52.

The motor generator MG1is provided with the MG1rotation speed sensor27which detects the rotation speed of the rotating shaft of the motor generator MG1. The motor generator MG2is provided with the MG2rotation speed sensor28which detects the motor rotation speed Nm2.

The power split device24is constituted of a single pinion type planetary gear, and includes a sun gear S0, a pinion gear P0, a carrier CA0, and a ring gear R0. The carrier CA0is coupled to an input shaft22, that is, the output shaft of the engine12and supports the pinion gear P0in rotatable and revolvable manners. The output shaft of the engine12is provided with the engine rotation speed sensor14which detects the engine rotation speed.

The sun gear S0is coupled to the rotating shaft of the motor generator MG1. The ring gear R0is coupled to a transmission member26and is configured to mesh with the sun gear S0through the pinion gear P0. The transmission member26is coupled with the rotating shaft of the motor generator MG2. That is, the ring gear R0is also coupled to the rotating shaft of the motor generator MG2.

The power split device24functions as a differential device by the relative rotation of the sun gear S0, the carrier CA0, and the ring gear R0. The rotation speeds of the sun gear S0, the carrier CA0, and the ring gear R0have a relationship in which the rotation speeds of the respective gears are connected by straight lines in a nomographic chart as described below (FIG. 5). That is, if the rotation speeds of two rotating elements among the three rotating elements (the sun gear S0, the carrier CA0, and the ring gear R0) in the planetary gear are determined, the rotation speed of the remaining one rotating element is determined. Power output from the engine12is distributed to the sun gear S0and the ring gear R0by the differential function of the power split device24. The motor generator MG1operates as a generator (it is rotated to generate electric power) with power distributed to it from the sun gear S0, and electric power generated by the motor generator MG1is supplied to the motor generator MG2or is stored in the power storage device54(FIG. 1). The motor generator MG1generates electric power by being rotated with power split to it by the power split device24, or the motor generator MG2is driven with electric power supplied to it and generated by the motor generator MG1, whereby the differential unit20can realize a gear shift function.

The transmission30includes single pinion type planetary gears32,34, clutches C1, C2, brakes B1, B2, and a one-way clutch F1. The planetary gear32includes a sun gear S1, a pinion gear P1, a carrier CA1, and a ring gear R1. The planetary gear34includes a sun gear S2, a pinion gear P2, a carrier CA2, and a ring gear R2.

Each of the clutches C1, C2and the brakes B1, B2is a friction engagement device which is hydraulically operated, and is constituted of wet type multiple disks in which stacked multiple friction plates are pressed against one another by hydraulic pressure, band brakes in which one end of a band wrapped around the outer peripheral surface of a rotating drum is tightened by hydraulic pressure, and the like. The one-way clutch F1supports the carrier CA1and the ring gear R2coupled with each other in a rotatable manner in one direction and in an unrotatable manner in the other direction.

In the transmission30, the engagement devices including the clutches C1, C2and the brakes B1, B2, and the one-way clutch F1are engaged with one another according to the engagement operation table shown inFIG. 4, whereby a first-speed gear stage to a fourth-speed gear stage and a reverse gear stage are selectively formed. InFIG. 4, “◯” indicates an engagement state, “Δ” indicates that the components are engaged only in driving, and a blank indicates a disengagement state. In this embodiment, in a case where the N range is selected as the shift range and the charging of the power storage device54is not executed, in the transmission30, similarly to the first-speed gear stage, the clutch C1and the brake B2are brought into the engagement state and the torque output of the motor generators MG1, MG2is stopped. The torque output of the motor generators MG1, MG2is stopped, whereby the neutral state (power shut-off state) is formed.

In a case where the N range is selected as the shift range and the charging of the power storage device54is executed, in the transmission30, the clutch C1is brought into the disengagement state, whereby the neutral state (power transmission shut-off state) is formed. In a case where the charging of the power storage device54is executed, the engine12is brought into the operation state, and negative torque is generated in the motor generators MG1, MG2, whereby a power generation operation is performed. At this time, the engagement state of the brake B2is maintained.

Referring toFIG. 3again, the differential unit20and the transmission30are coupled by the transmission member26. An output shaft36coupled to the carrier CA2of the planetary gear34is coupled to the differential gear device42(FIG. 1). The output shaft36of the transmission30is coupled with the output shaft rotation speed sensor37which detects the output shaft rotation speed No.

FIG. 5is a nomographic chart of the transmission unit15having the differential unit20and the transmission30. Referring toFIG. 3along withFIG. 5, a vertical line Y1in the nomographic chart corresponding to the differential unit20indicates the rotation speed of the sun gear S0of the power split device24, that is, the rotation speed of the motor generator MG1. A vertical line Y2indicates the rotation speed of the carrier CA0of the power split device24, that is, the rotation speed of the engine12. A vertical line Y3indicates the rotation speed of the ring gear R0of the power split device24, that is, the rotation speed of the motor generator MG2. The spacing among the vertical lines Y1to Y3is determined according to the gear ratio of the power split device24.

A vertical line Y4in the nomographic chart corresponding to the transmission30indicates the rotation speed of the sun gear S2of the planetary gear34, and a vertical line Y5indicates the rotation speed of the carrier CA2of the planetary gear34and the ring gear R1of the planetary gear32coupled with each other. A vertical line Y6indicates the rotation speed of the ring gear R2of the planetary gear34and the carrier CA1of the planetary gear32coupled with each other, and a vertical line Y7indicates the rotation speed of the sun gear S1of the planetary gear32. The spacing among the vertical lines Y4to Y7is determined according to the gear ratio of the planetary gears32,34.

If the clutch C1is engaged, the ring gear R0of the differential unit20is coupled with the sun gear52of the planetary gear34, and the sun gear52rotates at the same speed as the ring gear R0. If the clutch C2is engaged, the ring gear R0is coupled with the carrier CA1of the planetary gear32and the ring gear R2of the planetary gear34, and the carrier CA1and the ring gear R2rotate at the same speed as the ring gear R0. If the brake B1is engaged, the rotation of the sun gear S1is stopped, and if the brake B2is engaged, the rotation of the carrier CA1and the ring gear R2is stopped.

For example, as shown in the engagement operation table ofFIG. 4, if the clutch C1and the brake B1are engaged and other clutches and brakes are disengaged, the nomographic chart of the transmission30is plotted as a straight line indicated by “2nd”. The vertical line Y5indicating the rotation speed of the carrier CA2of the planetary gear34indicates the output rotation speed (the rotation speed of the output shaft36) of the transmission30. In this way, in the transmission30, the clutches C1, C2and the brakes B1, B2are engaged or disengaged according to the engagement operation table ofFIG. 4, whereby it is possible to form the first-speed gear stage to the fourth-speed gear stage, the reverse gear stage, and the neutral state.

In the differential unit20, the rotation of the motor generators MG1, MG2is appropriately controlled, whereby continuously variable gear shift is realized in which the rotation speed of the ring gear R0, that is, the rotation speed of the transmission member26can continuously be changed with respect to the rotation speed of the engine12coupled to the carrier CA0. The differential unit20is coupled with the transmission30which can change the transmission gear ratio between the transmission member26and the output shaft36, whereby it is possible to reduce the transmission gear ratio of the differential unit20while obtaining a continuously variable gear shift function by the differential unit20, and to reduce the loss in the motor generators MG1, MG2.

In the vehicle10having the above configuration, for example, a case where the shift range is the N range and the charging of the power storage device54is executed will be described. In this case, in a case where the engine12is started using the motor generators MG1, MG2in a state where the neutral state of the transmission30is not established due to failure of the transmission30(specifically, failure of the clutch C1), motor torque may be transmitted to the drive wheel44through the transmission30. For this reason, vibration, noise, or the like may occur in the vehicle10. In contrast, a case where it is determined whether or not the neutral state of the transmission30is established using the sensor which detects the state of the clutch C1may be considered, but the number of components may increase and manufacturing costs may increase.

Accordingly, in this embodiment, in a case where the clutch C1is controlled so as to be brought into the neutral state and the motor generator MG2is controlled to output torque, when the rotation speed difference between the input shaft (the transmission member26) and the output shaft36of the transmission30is smaller than the rotation speed difference when the neutral state is established, the control device60suppresses the cranking of the engine12using the motor generators MG1, MG2. In this embodiment, the control device60performs this control in a case where the shift range is the N range and the charging of the power storage device54is executed. The state where the neutral state is established refers to a state where the clutch C1is in the disengagement state, and thus, power transmission between the input shaft (the transmission member26) and the output shaft36of the transmission30is shut off. The state where the neutral state is not established refers to a state where the clutch C1is not in the disengagement state (half-engagement state or engagement state), and thus, power can be transmitted between the input shaft (the transmission member26) and the output shaft36of the transmission30.

With this, it is possible to prevent the transmission of torque of the motor generators MG1, MG2to the output shaft of the transmission30due to the cranking of the engine12when the clutch C1is abnormal. In addition, it is not necessary to provide a sensor which detects the state of the clutch C1in order to determine whether or not the neutral state is established with high accuracy, and thus, it is possible to minimize an increase in the number of components and increases in manufacturing costs.

FIG. 6is a functional block diagram of the control device60provided in the vehicle10according to this embodiment. The control device60includes an N range determination unit100, a charging determination unit102, a clutch control unit104, an MG control unit106, a rotation speed difference determination unit108, an engine start control unit110, and a charging control unit112. The configurations of these units may be realized by software, such as programs, or may be realized by hardware.

The N range determination unit100determines whether or not the shift range is the N range based on the signal from the shift range sensor.

The charging determination unit102determines whether or not the charging of the power storage device54is required in a case where the N range determination unit100determines that the shift range is the N range. Specifically, the charging determination unit102determines that the charging of the power storage device54is required in a case where the SOC of the power storage device54is smaller than a threshold SOC (0). The threshold SOC (0) is a value higher than a lower limit value of the SOC of the power storage device54, and is set so as not to reach the lower limit value of the SOC even if control for operating the motor generator MG2and control for starting the engine12described below are executed.

The clutch control unit104controls the clutch C1such that the clutch C1is in the disengagement state in a case where the charging determination unit102determines that the charging of the power storage device54is required. Specifically, the clutch control unit104generates a C1hydraulic pressure command to make the hydraulic pressure of the clutch C1zero and outputs the C1hydraulic pressure command to a hydraulic pressure circuit of the transmission30.

The MG control unit106executes control processing for generating prescribed torque in the motor generator MG2after the control of the clutch C1is started by the clutch control unit104. The prescribed torque is, for example, torque which is rolling resistance of the vehicle10even in a case where the clutch C1is not in the disengagement state. The prescribed torque may be at least an amount of torque such that the movement of the vehicle10is suppressed. The MG control unit106starts the control of the motor generator MG2when a standby time Δt elapses after the control of the clutch C1is started. The standby time Δt is, for example, a time from when the control of the clutch C1is started until the actual hydraulic pressure of the clutch C1becomes zero, or a time longer than this time, and is set, for example, based on the oil temperature. The viscosity of hydraulic oil supplied to the clutch C1in a case where the oil temperature is low is greater than viscosity in a case where the oil temperature is high. For this reason, for example, a standby time in a case where the oil temperature is low is longer than a standby time in a case where the oil temperature is high.

The rotation speed difference determination unit108determines whether or not the magnitude (absolute value) of the rotation speed difference between the input shaft rotation speed of the transmission30and the output shaft rotation speed No of the transmission30is greater than a threshold α during the execution of the control processing by the MG control unit106.

As shown inFIG. 3, the input shaft rotation speed of the transmission30is the same as the rotation speed Nm2of the motor generator MG2. For this reason, the rotation speed difference determination unit108calculates the difference between the rotation speed Nm2of the motor generator MG2detected by the MG2rotation speed sensor28and the output shaft rotation speed No detected by the output shaft rotation speed sensor37as the rotation speed difference. The rotation speed difference determination unit108determines whether or not the magnitude of the calculated rotation speed difference is greater than the threshold α.

The threshold α is set to a value which is equal to or less than the rotation speed difference generated when the control processing is executed in a state where the neutral state is established (that is, in a state where the clutch C1is disengaged). The threshold α is set to a value which is greater than a maximum value of the rotation speed difference when the control processing is executed in a state where the neutral state is not established (that is, in a state where the clutch C1is not disengaged).

That is, the threshold α is the threshold for determining whether or not the calculated rotation speed difference is smaller than the rotation speed difference when the neutral state is established and the control processing is executed.

The engine start control unit110executes engine start processing in a case where the rotation speed difference determination unit108determines that the magnitude of the calculated rotation speed difference is greater than the threshold α.

Specifically, the engine start control unit110performs the cranking of the engine12by rotating the output shaft of the engine12using torque in the positive rotation direction of the motor generator MG1. In this case, a reaction force to the torque of the motor generator MG1needs to act in the ring gear R0. For this reason, the engine start control unit110generates torque in the positive rotation direction in the motor generator MG1and generates torque in the positive rotation direction in the motor generator MG2(to supply the reaction force).

The engine start control unit110generates torque in the motor generator MG2, for example, such that the rotation speed Nm2of the motor generator MG2is maintained. The engine start control unit110increases the rotation speed of the engine12by increasing the rotation speed of the sun gear S0by torque of the motor generator MG1(that is, performs the cranking of the engine12). The engine start control unit110starts the engine12by executing fuel injection control and ignition control when the rotation speed of the engine12increases to an initial explosion rotation speed range.

The engine start control unit110inhibits the start of the engine12in a case where the rotation speed difference determination unit108determines that the magnitude of the calculated rotation speed difference is equal to or less than the threshold α. For example, the engine start control unit110sets a start inhibition flag in an on state to prevent the start of the engine12to a subsequent start request of the engine12.

The charging control unit112controls the motor generators MG1, MG2such that torque in a negative rotation direction (negative torque) is generated in the motor generators MG1, MG2after the engine12is started by the operation of the engine start control unit110. With this, the power generation operation is performed in the motor generators MG1, MG2. Electric power generated by the power generation operation is supplied to the power storage device54through the inverter52. With this, the charging of the power storage device54is performed.

Referring toFIG. 7, the control processing which is executed in the control device60mounted in the vehicle10according to this embodiment will be described.

In S100(Step is referred to as S), the control device60determines whether or not the shift range is the N range. In a case where it is determined that the shift range is the N range (in S100, YES), the process progresses to S102. Otherwise (in S100, NO), the process ends.

In S102, the control device60determines whether or not the charging of the power storage device54is required. In a case where it is determined that the charging of the power storage device54is required (in S102, YES), the process progresses to S104. Otherwise (in S102, NO), the process ends.

In S104, the control device60outputs the C1hydraulic pressure command to make the hydraulic pressure zero such that the clutch C1is in the disengagement state.

In S106, the control device60determines whether or not the standby time Δt elapsed after the output of the C1hydraulic pressure command is started. In a case where it is determined that the standby time Δt elapses after the output of the C1hydraulic pressure command is started (in S106, YES), the process progresses to S108. Otherwise (in S106, NO), the process returns to S106.

In S108, the control device60controls the motor generator MG2such that prescribed torque is generated.

In S110, the control device60determines whether or not the magnitude of the rotation speed difference between the input shaft rotation speed of the transmission30and the output shaft rotation speed of the transmission30is greater than the threshold α. In a case where it is determined that the magnitude of the rotation speed difference is greater than the threshold α (in S110, YES), the process progresses to S112. Otherwise (in S110, NO), the process progresses to S114.

In S112, the control device60executes the engine start processing for starting the engine12to start the engine12, and then, executes the charging control for charging the power storage device54. In S114, the control device60inhibits the start of the engine12.

The operation of the control device60provided in the vehicle10according to this embodiment based on the above-described structure and flowchart will be described referring toFIGS. 8 and 9.

InFIGS. 8 and 9, the horizontal axis indicates the time. InFIGS. 8 and 9, the various horizontal lines indicate the shift range, the SOC, the engine rotation speed, the rotation speed Nm2of the motor generator MG2, the output shaft rotation speed No of the transmission30, the rotation speed difference, the torque of the motor generator MG2, the torque of the motor generator MG1, the hydraulic pressure command value of the clutch C1, the actual hydraulic pressure of the clutch C1, and the actual hydraulic pressure of the brake B2. InFIGS. 8 and 9, the rotation speed Nm1of the motor generator MG1is not shown.

<When the clutch C1is normal> Referring toFIG. 8, a case where the shift range is the D range is assumed. A case where the SOC is greater than the threshold SOC (0) and the engine12is operating is assumed. In addition, it is assumed that the vehicle10is traveling with power of the engine12and the motor generator MG2, and both of the clutch C1and the brake B2are in the engagement state, whereby the first-speed gear stage is formed in the transmission30.

In this case, at the time T(0), if the shift range is switched from the D range to the N range (in S100, YES), the torque output of the motor generators MG1, MG2is stopped, and the operation of the engine12is stopped; thus, all of the rotation speeds Nm1, Nm2of the motor generators MG1, MG2and the rotation speed of the engine12decrease over time after the time T(0). The vehicle10is in a coasting state, and the vehicle speed (output shaft rotation speed No) decreases over time due to traveling resistance, the brake operation of the driver, or the like.

At the time T(1), the output shaft rotation speed No of the transmission30becomes zero, and the vehicle10is stopped.

At the time T(2), if the SOC of the power storage device54is lower than the threshold SOC (0) and it is determined that the charging of the power storage device54is required (in S102, YES), the C1hydraulic pressure command to make the hydraulic pressure zero is output (S104). After the C1hydraulic pressure command is output, the actual hydraulic pressure of the clutch C1decreases over time.

At the time T(3) when the standby time Δt elapsed after the C1hydraulic pressure command is output (in S106, YES), the motor generator MG2is rotated with the prescribed torque (S108). The motor generator MG2is rotated with the prescribed torque, the rotation speed Nm2of the motor generator MG2increases over time after the time T(3).

At the time T(4), if it is determined that the magnitude of the rotation speed difference between the input shaft rotation speed and the output shaft rotation speed of the transmission30is greater than the threshold α (in S110, YES), since the power transmission shut-off state is established in the transmission30, the start control of the engine12is executed (S112). That is, torque is made to act on the sun gear S0using the motor generator MG1while increasing the torque of both of the motor generators MG1, MG2and generating reaction torque in the ring gear R0using the motor generator MG2, whereby the rotation speed of the engine12increases.

At the time T(5), if the rotation speed of the engine12increases to the initial explosion rotation speed, the ignition control and the fuel injection control are executed, whereby the engine12starts. The engine12starts and negative torque is generated in the motor generators MG1, MG2, whereby the power generation operation is performed. Electric power generated in the motor generators MG1, MG2is supplied to the power storage device54. With this, the charging of the power storage device54is performed. The charging of the power storage device54is started, whereby the SOC of the power storage device54increases over time.

<When the clutch C1is abnormal> Referring toFIG. 9, a case where the shift range is the D range is assumed. A case where the SOC is greater than the threshold SOC (0) and the engine12is in operation is assumed. In addition, it is assumed that the vehicle10is traveling with power of the engine12and the motor generator MG2, and both of the clutch C1and the brake B2are in the engagement state, whereby the first-speed gear stage is formed in the transmission30.

In this case, at the time T(10), if the shift range is switched from the D range to the N range (in S100, YES), the torque output of the motor generators MG1, MG2is stopped, and the operation of the engine12is stopped; thus, all of the rotation speeds Nm1, Nm2of the motor generators MG1, MG2and the rotation speed of the engine12decrease over time after the time T(10). The vehicle10is in a coasting state, and the vehicle speed (output shaft rotation speed No) decreases over time due to traveling resistance, the brake operation of the driver, or the like.

At the time T(11), the output shaft rotation speed of the transmission30becomes zero, and the vehicle10is stopped.

At the time T(12), if the SOC of the power storage device54is lower than the threshold SOC (0) and it is determined that the charging of the power storage device54is required (in S102, YES), the C1hydraulic pressure command to make the hydraulic pressure zero is output (S104). After the C1hydraulic pressure command is output, when the clutch C1is abnormal, the actual hydraulic pressure of the clutch C1is maintained even after the C1hydraulic pressure command is output.

At the time T(13) when the standby time Δt elapsed after the C1hydraulic pressure command is output (in S106, YES), the prescribed torque is generated in the rotating shaft of the motor generator MG2(S108).

In a case where the actual hydraulic pressure of the clutch C1does not decrease due to abnormality, the engagement state of the clutch C1is maintained. For this reason, the rotation resistance of the input shaft of the transmission30is greater than the rotation resistance of the input shaft when the clutch C1is normal (that is, in a case where the clutch C1is in the disengagement state). In a case of generating torque in the motor generator MG2, power is transmitted to the output shaft of the transmission30. The torque generated in the motor generator MG2is torque such that the movement of the vehicle10is restricted even in a case where the clutch C1is in the engagement state, and is smaller than the rotation resistance of the input shaft of the transmission30in a case where the clutch C1is abnormal (that is, in a case where the clutch C1is in the engagement state). For this reason, even if the torque of the motor generator MG2is transmitted to the output shaft of the transmission30, both of the output shaft rotation speed No of the transmission30and the rotation speed Nm2of the motor generator MG2become zero.

At the time T(14), if it is determined that the magnitude of the rotation speed difference between the input shaft rotation speed and the output shaft rotation speed of the transmission30is equal to or less than the threshold α (in S110, NO), the start of the engine12is inhibited (S114). For this reason, the torque output of the motor generator MG2is stopped. At the time T(15), the system of the vehicle10is stopped based on a determination result that the clutch C1is abnormal. As a result, a unit, such as an electric oil pump, which generates hydraulic pressure is stopped, and thus, the actual hydraulic pressure of the clutch C1and the brake B1decrease.

As described above, according to the vehicle10of this embodiment, in a case where the clutch C1is controlled so as to be brought into the disengagement state, when the magnitude of the rotation speed difference between the input shaft and the output shaft of the transmission30when the motor generator MG2is rotated is equal to or less than the threshold α, the neutral state is not established in the transmission30, and thus, the cranking of the engine12using the motor generators MG1, MG2is suppressed. With this, it is possible to prevent the transmission of torque of the motor generators MG1, MG2to the output shaft of the transmission30when the cranking of the engine12is performed. As a result, it is possible to suppress the occurrence of vibration or noise. In addition, it is possible to determine whether or not the neutral state is established with high accuracy without separately providing a sensor which detects the state of the clutch C1. Therefore, it is possible to provide a vehicle capable of determining whether or not the power transmission shut-off state of the transmission is established with high accuracy while suppressing increases in costs.

When determining whether or not the neutral state is established, the motor generator MG2is controlled such that torque which is lower than rolling resistance of the vehicle10is generated. For this reason, when controlling the motor generator MG2, even if the neutral state is not established, the movement of the vehicle10is suppressed, and the occurrence of vibration or noise can be suppressed.

The operation of the motor generator MG2is controlled such that the output shaft of the engine12rotates in the positive rotation direction. For this reason, it is not necessary to reversely rotate the motor generator MG2at the time of the cranking of the engine, and thus, it is possible to suppress the occurrence of rattling source or the like of a gear due to reverse rotation.

When the standby time Δt set according to the oil temperature elapses after the control of the clutch C1so as to be brought into the disengagement state, the control of the motor generator MG2is started. For this reason, the shaft of the motor generator MG2is caused to rotate at the timing when it is estimated that the neutral state is established, whereby it is possible to determine whether or not the neutral state is established with high accuracy.

The engagement state of the brake B2is maintained, whereby it is possible to prevent the calculation of the difference between the rotation speed of the input shaft and the rotation speed of the output shaft of the transmission while in a state where the one-way clutch F1is rotated in a rotatable direction. For this reason, it is possible to prevent erroneous detection of whether or not the neutral state is established.

Modification examples of this embodiment will be described below. The embodiments are not limited to a case where the input shaft of the transmission30is rotated using the motor generator MG2before the charging of the power storage device54while shutting off the clutch C1at the time of the N range and during stoppage of the vehicle10. The clutch C1may be shut off (disengaged) during traveling of the vehicle10, and the execution of clutch shut-off is not particularly limited to at the time of the N range or during stoppage of the vehicle10.

The embodiments are not limited to a case where the standby time Δt is calculated based on the oil temperature of the transmission30. For example, the standby time Δt may be calculated based on the temperature of the motor generators MG1, MG2.

The embodiments are not limited to a case where a sequence of control processing described above is executed in the control device60. For example, a sequence of control processing described above may be executed in the HV-ECU70of the control device60, may be executed in other ECUs, or may be executed by making a plurality of ECUs cooperate with one another.

The embodiments are not limited to a case where, if the magnitude of the rotation speed difference between the rotation speed of the input shaft and the rotation speed of the output shaft of the transmission30is equal to or less than the threshold α, the start of the engine12is inhibited. For example, the start of the engine12may be suppressed when there is a request to start the engine12on an assumption that the clutch C1is in the shut-off state, and thereafter, in a case where a request to start the engine12on an assumption that the clutch C1is in the engagement state is received, the start of the engine12may be performed.

The embodiments are not limited to a configuration in which the differential unit20is coupled to the input shaft of the transmission30, and the motor generators MG1, MG2and the engine12are coupled through the power split device24in the differential unit20. For example, the input shaft of the transmission30may be coupled with the rotating shaft of a motor generator, and the rotating shaft of the motor generator may be coupled with the output shaft of the engine through the clutch.

The embodiments are not limited to a configuration in which the rotating shaft of the motor generator MG1is connected to the sun gear S0of the planetary gear constituting the power split device24, the output shaft of the engine12is connected to the carrier CA0, and the motor generator MG2is connected to the ring gear R0.

For example, the output shaft of the engine12may be connected to one of the sun gear S0, the carrier CA0, and the ring gear R0, and the rotating shaft of the motor generator MG2may be connected to the sun gear S0, the carrier CA0, and the ring gear R0.

For example, the motor generator MG2may be connected to the sun gear S0, the engine12and the motor generator MG1may be connected to the ring gear0and the input shaft of the transmission30may be connected to the carrier CA0.

All or a part of the above-described modification examples may be combined and put into practice. The above-described embodiment is only an example and is not restrictive.