JP2007290630A - Controller for drive unit for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller which reduces the load on a control aspect when an engine is started in a vehicle stop state, in a drive unit for a vehicle equipped with a differential part functioning as an electric differential gear and a power transmission part provided in a power transmission path from the differential part to a driving wheel. <P>SOLUTION: When the engine 8 is started in the vehicle stop state wherein a "P" position is selected, a vehicle stop time control means 106 controls engagement operation for a clutch C and a brake B to place the power transmission path in an automatic change gear part 20 temporarily in a power transmission state and also controls a first electric motor rotating speed N<SB>M1</SB>to increase an engine rotating speed N<SB>E</SB>above a startable rotating speed N<SB>ES</SB>, so a third element mechanically has reaction torque and then the engine rotating speed N<SB>E</SB>is increased above the startable rotating speed N<SB>ES</SB>only by rotation control over a first electric motor M1 through differential operation of a differential part 11, thereby reducing the load on the control aspect. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle including an electrical differential section having a differential mechanism capable of operating a differential action and an electric motor, and a power transmission section provided in a power transmission path from the differential section to a drive wheel. In particular, the present invention relates to a technique for controlling a power transmission state in a power transmission unit when a vehicle is stopped.

  A first element connected to the engine, a second element connected to the first electric motor, and a third element connected to the second electric motor and the transmission member, and distributing the output of the engine to the first electric motor and the transmission member In a vehicle drive device that includes a differential unit that includes a differential mechanism and a power transmission unit provided in a power transmission path from the transmission member to the drive wheel, the first electric motor and the second electric motor are used when starting the engine. 2. Description of the Related Art A control device that raises the engine rotation speed to a speed higher than that at which the engine can be started (engine ignition is possible) is well known.

  For example, this is the control device for a vehicle drive device described in Patent Document 1. In this control device for a vehicle drive device, the power transmission path is in a power transmission enable state and a power transmission cut-off state by the engagement of a differential portion whose differential mechanism is a planetary gear device and a hydraulic friction engagement device. A well-known parking position for setting the power transmission path in the power transmission section to a power transmission cut-off state in a speed change mechanism comprising a power transmission section constituted by a stepped automatic transmission that can be selectively switched to When the engine is started when "P (parking)" or neutral position "N (neutral)" is selected, the rotational speeds of the second element and the third element are both set using the first motor and the second motor. Based on the relationship between the relative rotational speeds of the first element, the second element, and the third element, the engine speed of the engine connected to the first element, that is, the first element can be quickly started. It is made to rise above the rotational speed.

JP 2005-264762 A

  By the way, in a well-known vehicle drive device which is not provided with the power transmission unit and is mainly composed of the differential unit, the output rotation member of the differential unit, that is, the transmission member is operatively connected directly to the drive wheel. Since the rotation of the third element is constrained by the driving wheel and mechanically can take a reaction torque, the rotational speed of the first motor is caused by the differential action of the differential portion (differential mechanism). It is possible to raise the engine rotation speed to be higher than the rotation speed at which the engine can be started simply by pulling up.

  However, in a vehicle drive device that includes a power transmission unit in a power transmission path between the differential unit and the drive wheels as described in Patent Document 1, a parking position “P (parking)” or a neutral position “N” When the engine is started when “Neutral” is selected, the power transmission path in the power transmission unit is in a power transmission cutoff state, and the third element cannot mechanically take a reaction torque. Therefore, in order to raise the engine rotation speed beyond the rotation speed at which the engine can be started, it is necessary to accurately control the rotation speed of the second electric motor in addition to the rotation speed of the first electric motor. Could increase.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide a differential section that functions as an electrical differential device and a power transmission path from the differential section to the drive wheels. In a vehicle drive device comprising a provided power transmission unit and an engagement device capable of switching a power transmission path in the power transmission unit between a power transmission enable state and a power transmission cut-off state, control is performed when starting the engine in a vehicle stop state An object of the present invention is to provide a control device that reduces the burden on the surface.

  The gist of the invention according to claim 1 for achieving the object is as follows: (a) a first element coupled to the engine, a second element coupled to the first motor, a second motor, and a transmission member; A differential unit that has a coupled third element and distributes the output of the engine to the first electric motor and the transmission member, and operates as an electrical differential unit; and an engagement device And a power transmission portion provided in a power transmission path from the transmission member to the drive wheel, and the power transmission path in the power transmission portion can be transmitted by controlling the engagement operation of the engagement device. (B) when starting the engine in a vehicle stop state, by controlling the engagement operation of the engagement device. Power transmission in the power transmission unit Route while the power transmitting state is to include a vehicle stop control means to raise the rotational speed or the engine startable speed of the engine by controlling the rotational speed of the first electric motor.

  In this way, when the engine is started in the vehicle stop state, the engagement operation of the engagement device is controlled by the vehicle stop time control means, so that the power transmission path in the power transmission unit is in a state in which power transmission is possible. Since the rotational speed of the first electric motor is controlled and the rotational speed of the engine is raised to a speed higher than the rotational speed at which the engine can be started, the transmission member that is the output rotational member of the differential unit is operatively driven. The third element connected to the second motor and the transmission member is constrained to be rotated by the driving wheel and mechanically capable of taking the reaction force torque. Even if the second motor is not actively controlled by the differential action of the part, the engine speed can be increased more than the speed at which the engine can be started only by the rotation control of the first motor. Burden of the control surfaces during engine start in a vehicle stopped state is reduced. The rotational speed at which the engine can be started is a rotational speed at which the engine can be ignited and is an engine rotational speed at which the engine can autonomously rotate.

  According to a second aspect of the present invention, in the control device for a vehicle drive device according to the first aspect, the power transmission path in the power transmission unit is set to a power transmission cutoff state, and the output rotation member of the power transmission unit is provided. A switching device capable of selecting a parking position to be fixed so as not to rotate is provided, and the vehicle stop state is when the parking position is selected in the switching device. In this way, even when a parking position is selected in which the power transmission path in the power transmission unit is normally in a power transmission cut-off state, the engine is temporarily stopped when the vehicle is stopped. The power transmission path is in a power transmission enabled state, and the output rotating member of the power transmission unit fixed so as not to rotate and the third element are directly connected, so that the third element is fixed so as not to rotate. A state is formed in which a reaction torque can be mechanically taken.

  According to a third aspect of the present invention, in the control device for a vehicle drive device according to the first or second aspect, the vehicle stop-time control means is configured to perform the engagement when the engine is operating in the vehicle stop state. By controlling the engagement operation of the combined device, the power transmission path in the power transmission section is brought into a power transmission cut-off state. In this way, when the engine is brought into an operating state (actuated state) by starting the engine, the power transmission path in the power transmission unit is returned from the temporary power transmission possible state to the power transmission cutoff state, and the normal state Returned to

  Here, preferably, the differential mechanism includes a planetary gear having a first element connected to the engine, a second element connected to the first electric motor, and a third element connected to the transmission member. The first element is a carrier of the planetary gear set, the second element is a sun gear of the planetary gear set, and the third element is a ring gear of the planetary gear set. In this way, the axial dimension of the differential mechanism is reduced. Further, the differential mechanism can be easily constituted by one planetary gear device.

  Preferably, the planetary gear device is a single pinion type planetary gear device. In this way, the axial dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one single pinion type planetary gear device.

  Preferably, the power transmission unit is constituted by an automatic transmission, and an overall transmission ratio of the vehicle drive device is formed based on a transmission ratio of the automatic transmission and a transmission ratio of the differential unit. It is what is done. In this way, a wide driving force can be obtained by utilizing the gear ratio of the automatic transmission. In addition, if the speed reduction ratio formed in the automatic transmission is a reduction transmission greater than 1, the output torque of the second motor may be a low torque output with respect to the output shaft of the automatic transmission. Can be miniaturized.

  Preferably, the power transmission unit is a stepped automatic transmission. In this way, the continuously variable transmission is configured by the differential unit that functions as an electric continuously variable transmission and the stepped automatic transmission, and the drive torque can be smoothly changed. In the state where the gear ratio of the differential unit is controlled to be constant, the differential unit and the stepped automatic transmission constitute a state equivalent to the stepped transmission, and the overall gear ratio of the vehicle drive device It is also possible to obtain the drive torque quickly by changing the stepwise.

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

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 constituting a part of a drive device for a hybrid vehicle to which the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, The differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly through a pulsation absorbing damper (vibration damping device) (not shown), the differential unit 11 and the drive wheel 34 (FIG. 8). An automatic transmission unit 20 as a power transmission unit connected in series via a transmission member (transmission shaft) 18 in a power transmission path between the output transmission member and the output rotation member connected to the automatic transmission unit 20 As an output shaft 22 in series. The speed change mechanism 10 is preferably used in, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 that is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of drive wheels 34 and power from the engine 8 is part of a power transmission path. Is transmitted to the pair of drive wheels 34 through the differential gear device (final reduction gear) 32 (see FIG. 8) and the pair of axles.

  Thus, in the transmission mechanism 10 of the present embodiment, the engine 8 and the differential unit 11 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection via the pulsation absorbing damper is included in this direct connection. Since the speed change mechanism 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG. The same applies to each of the following embodiments.

  The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism, and a second electric motor M2 that is operatively connected to rotate integrally with the transmission member 18. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor. M2 has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

  The power distribution mechanism 16 is mainly configured by a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1 of about “0.418”, for example. The first planetary gear unit 24 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. In the power distribution mechanism 16 configured as described above, the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, can be rotated relative to each other, so that a differential action is achieved. Therefore, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and a part of the distributed output of the engine 8 is used. Since the electric energy generated from the first electric motor M1 is stored or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device, for example, a difference. The moving portion 11 is in a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission.

  The automatic transmission unit 20 includes a single pinion type second planetary gear unit 26, a single pinion type third planetary gear unit 28, and a single pinion type fourth planetary gear unit 30, and serves as a stepped automatic transmission. It is a functioning planetary gear type multi-stage transmission. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 includes a third sun gear S3 via a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier gear CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example. The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2, and the case 12 via the first brake B1. The second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, The two ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.

Further, the automatic transmission unit 20 performs clutch-to-clutch shift by releasing the disengagement side engagement device and engaging the engagement side engagement device, and selectively establishes each gear stage (shift stage). As a result, a gear ratio γ (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) that changes approximately in a ratio is obtained for each gear stage. For example, as shown in the engagement operation table of FIG. 2, the first speed gear stage in which the gear ratio γ1 is the maximum value, for example, “3.357” is established by the engagement of the first clutch C1 and the third brake B3. Thus, the engagement of the first clutch C1 and the second brake B2 establishes the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “2.180”. The engagement of the clutch C1 and the first brake B1 establishes the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.424”. Engagement of the clutch C2 establishes the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “1.000”. In addition, when the second clutch C2 and the third brake B3 are engaged, the reverse gear stage (reverse speed change) in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209”. Stage) is established. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. The engagement operation of the engagement device of the automatic transmission unit 20 at the fifth speed gear stage shown in the engagement operation table of FIG. 2 is the same as that at the fourth speed gear stage.

  Thus, the power transmission path in the automatic transmission unit 20 is a combination of operation of engagement and release of the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. Thus, the state is switched between a power transmission enabling state that enables power transmission through the power transmission path and a power transmission cutoff state that interrupts power transmission. That is, when any one of the first to fourth gears and the reverse gear is established, the power transmission path is in a state where power transmission is possible, and none of the gears is established. When the neutral “N” state is established, the power transmission path is brought into a power transmission cutoff state.

  The first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) are conventional automatic transmissions for vehicles. A hydraulic friction engagement device as an engagement element often used in a machine, and a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or an outer peripheral surface of a rotating drum One end of one or two bands wound around is composed of a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake.

  In the transmission mechanism 10 configured as described above, the differential unit 11 that functions as a continuously variable transmission and the automatic transmission unit 20 constitute a continuously variable transmission. Further, by controlling the gear ratio of the differential unit 11 to be constant, the differential unit 11 and the automatic transmission unit 20 can configure a state equivalent to a stepped transmission.

Specifically, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby at least one shift of the automatic transmission unit 20 is performed. The rotational speed input to the automatic transmission unit 20 with respect to the stage M (hereinafter referred to as the input rotational speed of the automatic transmission unit 20), that is, the rotational speed of the transmission member 18 (hereinafter referred to as the transmission member rotational speed N ₁₈ ) changes steplessly. As a result, a continuously variable gear ratio width is obtained at the gear stage M. Therefore, the overall speed ratio γT of the transmission mechanism 10 (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) is obtained continuously, and the transmission mechanism 10 constitutes a continuously variable transmission. The overall speed ratio γT of the speed change mechanism 10 is a total speed ratio γT of the speed change mechanism 10 as a whole formed based on the speed ratio γ0 of the differential portion 11 and the speed ratio γ of the automatic speed change portion 20.

For example, first gear or transmission member rotational speed N ₁₈ is continuously variable varying for each gear of the fourth gear and the reverse gear position of the automatic transmission portion 20 indicated in the table of FIG. 2 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

  Further, the gear ratio of the differential unit 11 is controlled to be constant, and the clutch C and the brake B are selectively engaged and operated, so that one of the first gear to the fourth gear or the reverse drive By selectively establishing the gear stage (reverse gear stage), a total gear ratio γT of the transmission mechanism 10 that changes approximately in a ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the transmission mechanism 10.

  For example, when the gear ratio γ0 of the differential unit 11 is controlled to be fixed to “1”, the first to fourth gear stages of the automatic transmission unit 20 as shown in the engagement operation table of FIG. A total speed ratio γT of the speed change mechanism 10 corresponding to each of the speed gears and the reverse gear is obtained for each gear. Further, when the gear ratio γ0 of the differential unit 11 is controlled to be fixed to a value smaller than “1”, for example, about 0.7 in the fourth speed gear stage of the automatic transmission unit 20, the engagement operation of FIG. As shown in the fifth gear in the table, a total gear ratio γT that is smaller than the fourth gear, for example, about “0.705” is obtained.

FIG. 3 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the speed change mechanism 10 including the differential portion 11 and the automatic speed change portion 20. The figure is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. shows the lower horizontal line X1 rotational speed zero of the horizontal lines, the upper horizontal line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input shaft 14, horizontal line XG Indicates the rotational speed of the transmission member 18.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 are the first corresponding to the second rotation element (second element) RE2 from the left side. The relative rotation speed of the first ring gear R1 corresponding to the sun gear S1, the first rotation element (first element) RE1 corresponding to the first carrier CA1, and the third rotation element (third element) RE3 is shown. The interval is determined according to the gear ratio ρ1 of the first planetary gear device 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, and the seventh rotating element ( Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment is configured such that the first rotating element RE1 (the first rotating element RE1) of the first planetary gear device 24 in the power distribution mechanism 16 (the differential unit 11). The carrier CA1) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2. Thus, the rotation of the input shaft 14 is transmitted (inputted) to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and are indicated by the intersections of the straight line L0 and the vertical line Y3. When the rotational speed of the one ring gear R1 is constrained by the vehicle speed V, the rotational speed of the first electric motor M1 is controlled to control the rotational speed of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1. When the rotation is increased or decreased, the rotation speed of the first carrier CA1 indicated by the intersection of the straight line L0 and the vertical line Y2, that is, the engine rotation speed _NE is increased or decreased.

Further, rotation of the first sun gear S1 is the same speed as the engine speed N _E by controlling the rotational speed of the first electric motor M1 such speed ratio γ0 of the differential portion 11 is fixed to "1" When the straight line L0 is aligned with the horizontal line X2, the rotational speed, i.e., the power transmitting member 18 of the first ring gear R1 is rotated at the same rotation to the engine speed N _E. Alternatively, the rotation of the first sun gear S1 is made zero by controlling the rotation speed of the first electric motor M1 so that the speed ratio γ0 of the differential unit 11 is fixed to a value smaller than “1”, for example, about 0.7. that the straight line L0 is the state shown in FIG. 3, the transmitting member rotational speed N ₁₈ at a rotation speed higher than the engine speed N _E is rotated.

  Further, in the automatic transmission unit 20, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, for the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is selectively connected to the case 12 via the third brake B3, and the seventh rotating element RE7 is connected to the output shaft 22. The eighth rotary element RE8 is selectively connected to the transmission member 18 via the first clutch C1.

In the automatic transmission portion 20, the straight line L0 in the differential portion 11 is aligned with the horizontal line X2 is the same rotational speed as the engine speed N _E is input from the differential unit 11 to the eighth rotary element RE8, 3 As shown, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotational element RE8 and the horizontal line X2 and the rotational speed of the sixth rotational element RE6. The output shaft of the first speed at the intersection of an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the horizontal line X1 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 A rotational speed of 22 is indicated. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22.

Further, when the straight line L0 in the differential unit 11 is higher rotational speed than that in the engine rotational speed N _E is in a state shown in FIG. 3 is input from the differential unit 11 to the eighth rotary element RE8, as shown in FIG. 3 In addition, at the intersection of a horizontal straight line L5 determined by engaging the first clutch C1 and the second clutch C2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22, The rotational speed of the high-speed output shaft 22 is shown.

  FIG. 4 illustrates a signal input to the electronic control device 100 for controlling the speed change mechanism 10 of this embodiment and a signal output from the electronic control device 100. The electronic control device 100 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8, the first and second electric motors M1, M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 100 includes a signal indicating the engine water temperature TEMP _W , the number of operations at the shift position P _{SH of} the shift lever 52 (see FIG. 6), the number of operations at the “M” position, etc. signal representing the signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal representative of the gear ratio sequence set value, a signal for commanding the M mode (manual shift running mode), the operation state a / C air conditioner A signal representing a rotational speed of the output shaft 22 (hereinafter, output shaft rotational speed) N _OUT , a signal representing the hydraulic oil temperature T _OIL of the automatic transmission unit 20, a signal representing a side brake operation, a foot A signal representing the brake operation, a signal representing the catalyst temperature, a signal representing the accelerator opening Acc which is the operation amount of the accelerator pedal corresponding to the driver's required output amount, and the cam angle Signal, snow mode setting signal, vehicle longitudinal acceleration G signal, auto cruise traveling signal, vehicle weight (vehicle weight) signal, wheel speed of each wheel, first motor M1 A signal representing a rotation speed N _M1 (hereinafter referred to as a first motor rotation speed N _M1 ), a signal representing a rotation speed N _M2 (hereinafter referred to as a second motor rotation speed N _M2 ) of the second motor _M2 , and a power storage device 56 (FIG. 8), a signal indicating the charge capacity (charge state) SOC is supplied.

A control signal from the electronic control unit 100 to an engine output control unit 58 (see FIG. 8) for controlling the engine output, for example, a throttle valve opening θ of an electronic throttle valve 62 provided in the intake pipe 60 of the engine 8. _Commands a drive signal to the throttle actuator 64 for operating _TH , a fuel supply amount signal for controlling the fuel supply amount to the intake pipe 60 or the cylinder of the engine 8 by the fuel injection device 66, and an ignition timing of the engine 8 by the ignition device 68 Ignition signal for adjusting, supercharging pressure adjusting signal for adjusting supercharging pressure, electric air conditioner driving signal for operating electric air conditioner, command signal for instructing operation of electric motors M1 and M2, shift for operating shift indicator Position (operation position) display signal, gear ratio display signal to display gear ratio, snow mode A snow mode display signal for display, an ABS operation signal for operating an ABS actuator that prevents slipping of the wheel during braking, an M mode display signal for displaying that the M mode is selected, a differential unit 11 A valve command signal for operating an electromagnetic valve (linear solenoid valve) included in the hydraulic control circuit 70 (see FIGS. 5 and 8) to control the hydraulic actuator of the hydraulic friction engagement device of the automatic transmission unit 20, and the hydraulic pressure signal for applying regulates the line pressure P _L by a regulator valve (pressure regulating valve) provided in the control circuit 70 actuates the electric hydraulic pump is a hydraulic pressure source of the original pressure for the line pressure P _L is pressure adjusted Drive command signal, signal for driving the electric heater, signal to the computer for cruise control control, parking lock A signal for driving the drive motor 72 (see FIG. 7) is output.

  FIG. 5 is a circuit relating to linear solenoid valves SL1 to SL5 for controlling the operation of the hydraulic actuators (hydraulic cylinders) AC1, AC2, AB1, AB2, and AB3 of the clutches C1 and C2 and the brakes B1 to B3 in the hydraulic control circuit 70. FIG.

  In FIG. 5, each hydraulic actuator AC1, AC2, AB1, AB2, AB3 has a line hydraulic pressure PL of engagement pressures PC1, PC2, PB1 corresponding to a command signal from the electronic control unit 100 by linear solenoid valves SL1 to SL5, respectively. , PB2 and PB3 are respectively regulated and supplied directly. The line oil pressure PL is obtained by using, for example, a relief type pressure regulating valve (regulator valve) as an accelerator opening or a throttle opening with a hydraulic pressure generated from an electric oil pump (not shown) or a mechanical oil pump that is rotationally driven by the engine 30. The pressure is adjusted to a value corresponding to the engine load or the like represented.

  The linear solenoid valves SL1 to SL5 have basically the same configuration and are excited and de-energized independently by the electronic control unit 100, and the hydraulic pressures of the hydraulic actuators AC1, AC2, AB1, AB2, and AB3 are independently regulated. Thus, the engagement pressures PC1, PC2, PB1, PB2, and PB3 of the clutches C1 to C4 and the brakes B1 and B2 are controlled. In the automatic transmission unit 20, for example, as shown in the engagement operation table of FIG. 2, each gear stage is established by engaging a predetermined engagement device. In the shift control of the automatic transmission unit 20, for example, a so-called clutch-to-clutch shift is performed in which release and engagement of the clutch C and the brake B involved in the shift are controlled simultaneously.

FIG. 6 is a diagram illustrating an example of a shift operation device 50 as a switching device that switches a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 50 includes, for example, a shift lever 52 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 52 is in a neutral state, that is, a neutral state in which the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is interrupted, and fixes (that is, locks) the output shaft 22 of the automatic transmission unit 20 so as not to rotate. The parking position “P (parking)” for the reverse travel, the reverse travel position “R (reverse)” for the reverse travel, and the neutral position “N (neutral) for the neutral state where the power transmission path in the transmission mechanism 10 is interrupted. ) ”, Each gear stage in which the automatic transmission mode is established and automatic transmission control is performed within the range of the continuously variable transmission ratio width of the differential unit 11 and the first to fourth gear stages of the automatic transmission unit 20 The forward automatic shift travel position “D (drive)” for executing the automatic shift control within the change range of the shiftable total speed ratio γT of the speed change mechanism 10 obtained by It is manually operated to a forward manual shift travel position “M (manual)” for setting a so-called shift range that establishes a dynamic shift travel mode (manual mode) and restricts a high-speed shift stage in the automatic transmission unit 20. Is provided. Further, at this “M” position, since it is possible to set the deceleration by switching the shift range, the shift operating device 50 is caused to function as a deceleration operating device.

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 52, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 70 is electrically switched by a so-called shift-by-wire system that switches the power transmission state of the speed change mechanism 10 by electrical control, for example.

In the shift positions P _SH shown in the “P” to “M” positions, the “P” position and the “N” position are non-travel positions selected when the vehicle is not traveled, This is a non-drive position for selecting switching to a power transmission cut-off state of the power transmission path that disables driving of the vehicle whose power transmission path is cut off. Further, the “R” position, the “D” position, and the “M” position are travel positions selected when the vehicle travels, and can drive a vehicle to which a power transmission path in the automatic transmission unit 20 is connected. It is also a drive position for selecting switching to the power transmission possible state of the power transmission path.

  Specifically, when the shift lever 52 is manually operated to the “P” position, both the clutch C and the brake B are released, and the power transmission path in the automatic transmission unit 20 is set to a power transmission cutoff state. When the output shaft 22 of the automatic transmission unit 20 is locked and is manually operated to the “N” position, both the clutch C and the brake B are released, and the power transmission path in the automatic transmission unit 20 is in the power transmission cutoff state. Then, by manually operating to any of the “R”, “D”, and “M” positions, any gear stage corresponding to each position is established, and the power transmission path in the automatic transmission unit 20 is established. Power transmission is possible.

  FIG. 7 is a view for explaining the configuration of the parking lock mechanism 74 for locking the output shaft 22 of the automatic transmission unit 20, the parking lock drive motor 72 for driving the parking lock mechanism 74, and the like.

  The parking lock drive motor 72 is configured by a switched reluctance motor (SR motor), and drives the parking lock mechanism 74 by a shift-by-wire system in response to an instruction from the electronic control device 100. The encoder 76 is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The encoder 76 rotates integrally with the parking lock drive motor 72, detects the rotation status of the SR motor, and indicates the rotation status. That is, a pulse signal for obtaining a count value (encoder count) corresponding to the movement amount (rotation amount) of the parking lock drive motor 72 is supplied to the electronic control unit 100. The electronic control device 100 acquires a signal supplied from the encoder 76, grasps the rotation state of the SR motor, and controls energization for driving the SR motor.

  The parking lock mechanism 74 includes a shaft 78 that is rotated by a parking lock drive motor 72, a detent plate 80 that rotates as the shaft 78 rotates, a rod 82 that operates as the detent plate 80 rotates, and the automatic transmission unit 20. A parking gear 84 fixed to the output shaft 22, a parking lock pole 86 for locking the parking gear 84, a detent spring 88 for limiting the rotation of the detent plate 80 and fixing the shift position, and rollers 90 are provided.

The detent plate 80 is operatively connected to the drive shaft of the parking lock drive motor 72 via the shaft 78, and is driven by the parking lock drive motor 72 together with the rod 82, the detent spring 88, the roller 90, and the like to “P”. functions as a parking lock positioning member for switching the parking lock position corresponding to the position of the non-parking lock position corresponding to each shift position P _SH other than the "P" position. The shaft 78, the detent plate 80, the rod 82, the detent spring 88, and the roller 90 serve as a parking lock switching mechanism.

FIG. 2 shows a state when the parking lock position is set. In this state, since the parking lock pole 86 does not lock the parking gear 84, the rotation of the output shaft 22 is not hindered. In this state, when the shaft 78 is rotated in the direction of arrow C shown in FIG. 2 by the parking lock drive motor 72, the rod 82 is pushed in the direction of arrow A shown in FIG. The parking lock pole 86 is pushed up in the direction of arrow B shown in FIG. 2 by the taper member 92 provided at the tip. As the detent plate 80 rotates, one of the two valleys provided at the top of the detent plate 80, that is, the roller 90 of the detent spring 88 in the non-parking lock position, passes over the mountain 94 and the other valley, That is, it moves to the parking lock position. The roller 90 is provided on a detent spring 88 so as to be rotatable in its axial direction. When the detent plate 80 rotates until the roller 90 reaches the parking lock position, the parking lock pole 86 is pushed up to a position where it engages with the parking gear 84. As a result, the output shaft 22 is mechanically fixed, and the shift position P _SH is switched to the “P” position.

FIG. 8 is a functional block diagram illustrating a main part of the control function by the electronic control device 100. In FIG. 8, the stepped shift control means 102 includes an upshift line (solid line) and a downshift line (one point) stored in advance with the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as shown in FIG. Whether or not the shift of the automatic transmission unit 20 should be executed based on the vehicle state indicated by the actual vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (chain diagram, shift map) having a chain line) That is, that is, the shift stage to be shifted by the automatic transmission unit 20 is determined, and the automatic shift control of the automatic transmission unit 20 is executed so that the determined shift stage is obtained.

  At this time, the stepped shift control means 102 engages and / or engages the hydraulic friction engagement device involved in the shift of the automatic transmission unit 20 so that the shift stage is achieved, for example, according to the engagement table shown in FIG. A clutch-to-clutch shift is executed by releasing a release command (shift output command, hydraulic pressure command), that is, by releasing the release-side engagement device involved in the shift of the automatic transmission unit 20 and engaging the engagement-side engagement device. Command to output to the hydraulic control circuit 70. In accordance with the command, for example, the hydraulic control circuit 70 releases the disengagement side engagement device and engages the engagement side engagement device so that the shift of the automatic transmission unit 20 is executed. The linear solenoid valve SL is actuated to actuate the hydraulic actuator of the hydraulic friction engagement device involved in the speed change.

The hybrid control means 104 operates the engine 8 in an efficient operating range, while changing so as to optimize the distribution of the driving force between the engine 8 and the second electric motor M2 and the reaction force generated by the first electric motor M1. Thus, the gear ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled. For example, at the traveling vehicle speed V at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the total required from the target output and the required charging value of the vehicle. Calculate the target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second motor M2, etc. so as to obtain the total target output, and obtain the target engine output. so that the speed N _E and engine torque T _E to control the amount of power generated by the first electric motor M1 controls the engine 8.

For example, the hybrid control unit 104 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 104 both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 For example, the target output (total) is set so that the engine 8 is operated along the optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 as shown by the broken line in FIG. target output, required driving force) so that the engine torque T _E and the engine rotational speed N _E for generating an engine output required to satisfy a targeted value of the overall speed ratio γT of the transmission mechanism 10, The gear ratio γ0 of the differential unit 11 is controlled in consideration of the gear position of the automatic transmission unit 20 so that the target value is obtained, and the total gear ratio γT is within the changeable range of the gearshift. To control.

  At this time, since the hybrid control means 104 supplies the electric energy generated by the first electric motor M1 to the power storage device 56 and the second electric motor M2 through the inverter 54, the main part of the power of the engine 8 is mechanically transmitted to the transmission member 18. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 54, The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed.

Further, the hybrid control means 104 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. The engine speed _NE can be maintained substantially constant or can be controlled to rotate at an arbitrary speed. In other words, the hybrid control means 104 rotates the first electric motor speed N _M1 and / or the second electric motor rotation speed N _M2 while controlling any rotational speed or to maintain the engine speed N _E substantially constant for any The rotation can be controlled to the speed.

For example, the hybrid control means 104 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the vehicle speed V the second electric motor rotation speed N which is bound to the (drive wheels 34) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant. The hybrid control means 104 when maintaining the engine speed N _E at the nearly fixed level during the shifting of the automatic shifting portion 20, due to the shift of the automatic transmission portion 20 while maintaining the engine speed N _E substantially constant The first motor rotation speed N _M1 is changed in the direction opposite to the change of the second motor rotation speed N _M2 .

  Further, the hybrid control means 104 controls the fuel injection amount and the injection timing by the fuel injection device 66 for the fuel injection control in addition to controlling the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for the throttle control. For control, a command for controlling the ignition timing by the ignition device 68 such as an igniter is output to the engine output control device 58 alone or in combination, and the output control of the engine 8 is executed so as to generate the necessary engine output. An engine output control means is functionally provided.

For example, the hybrid controller 104 basically drives the throttle actuator 60 based on the accelerator opening Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Throttle control is executed so that The engine output control device 58 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control in accordance with the command from the hybrid control means 104, and the fuel injection by the fuel injection device 66 for fuel injection control. The engine torque control is executed by controlling the ignition timing by an ignition device 68 such as an igniter for controlling the ignition timing.

Further, the hybrid control means 104 can drive the motor by the electric CVT function (differential action) of the differential portion 11 regardless of whether the engine 8 is stopped or in an idle state. For example, the hybrid control means 104 is generally used in a relatively low output torque T _OUT region, that is, a low engine torque _TE region, or a vehicle speed region in which the vehicle speed V is relatively low. That is, the motor travel is executed in the low load region. In addition, the hybrid control means 104 uses the electrical CVT function (differential action) of the differential section 11 to suppress dragging of the stopped engine 8 and improve fuel efficiency during the motor travel. the motor rotation speed N _M1 controlled for example by idling a negative rotational speed, to maintain the engine speed N _E at zero or substantially zero as needed by the differential action of the differential portion 11.

  Further, even in the engine travel region, the hybrid control means 104 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 56 by the electric path described above. The so-called torque assist for assisting the power of the engine 8 is possible by driving the two-motor M2 and applying torque to the drive wheels 34.

  Moreover, the hybrid control means 104 interrupts the drive current to the 1st electric motor M1 supplied from the electrical storage apparatus 56 via the inverter 54, and makes the 1st electric motor M1 a no-load state. When the first electric motor M1 is in a no-load state, the first electric motor M1 is allowed to freely rotate, that is, idle, and the differential unit 11 is in a state in which torque cannot be transmitted, that is, the power transmission path in the differential unit 11 is interrupted. In this state, the output from the differential unit 11 is not generated. That is, the hybrid control means 104 sets the differential unit 11 in a neutral state (neutral state) in which the power transmission path is electrically cut off by setting the first electric motor M1 to a no-load state.

By the way, when the engine 8 is started in the vehicle stop state when the shift lever 52 is at the “P” position, the automatic transmission unit 20 is in a power transmission cut-off state, and the transmission member 18 is rotated by the drive wheels 34. Since the first ring gear R1 (third element) coupled to the transmission member 18 cannot take a mechanical reaction force because it is not restrained, the hybrid control means 104 can, for example, use the first motor rotation speed _NM1 and the second motor. rotational speed N _M2 and allow engine starting the engine rotational speed N _E by raising the rotational speed (hereinafter, startable called rotational speed) with pulled N _ES above, the opening and closing control and the fuel injection control and ignition timing of an electronic throttle valve 62 It is conceivable to start the engine 8 by outputting a command for control to the engine output control device 58.

However, when both the first motor rotation speed N _M1 and the second motor rotation speed N _M2 are controlled to increase the engine rotation speed _NE to the startable rotation speed N _ES or higher, the engine start is performed quickly. Both the first electric motor M1 and the second electric motor M2 need to be accurately controlled in rotational speed, and there is a possibility that the burden on the control surface increases when starting the engine. Incidentally, startable speed N _ES is an engine ignitable rotational speed, are 450rpm~500rpm generally depends on the characteristics of the engine is an engine rotational speed N _E of the engine 8 is capable of autonomous rotation However, in this embodiment, it is obtained and stored in advance by experiments or the like.

Therefore, the vehicle stop control means 106 can mechanically take the reaction force torque of the third element when the engine 8 is started in the vehicle stop state when the vehicle is in the “P” position. Automatic transmission is controlled by controlling the engagement operation of the clutch C and the brake B so that the engine rotational speed _NE is increased only by the rotational control of the first electric motor M1 by the differential action and the burden on the control surface is reduced. the power transmission path in the section 20 while the power transmitting state, while raising the engine speed N _E startable above speed N _ES by controlling the first electric motor speed N _M1, the "P" position When the engine 8 is in operation while the vehicle is stopped, the power in the automatic transmission unit 20 is controlled by controlling the engagement operation of the clutch C and the brake B. Set the transmission path to the power transmission cutoff state.

  In other words, the vehicle stop control means 106 is configured so that the power transmission path in the automatic transmission unit 20 is in a power transmission enable state in the automatic transmission unit 20 and the automatic transmission unit 20 in the automatic transmission unit 20 when the vehicle is in the “P” position. Is selected based on the engine driving state. For example, the “P-B” position where the first gear is established is set as the “P” position for enabling the power transmission in the automatic transmission unit 20, and the power transmission in the automatic transmission unit 20 is set to the power transmission cut-off state. As the “P” position, a “PA” position is established in which the neutral state is established.

Specifically, the shift operation determination means 108 determines whether or not the shift lever 52 is in the “P” position based on the shift position P _SH . That is, the shift operation determination unit 108 determines whether or not the vehicle is in a stopped state in which the parking gear 84 is locked and the output shaft 22 is mechanically fixed.

  The engine drive determination unit 110 determines whether or not the engine 8 is in an engine drive state based on a command output (for example, a fuel supply amount signal) from the hybrid control unit 104 to the engine output control device 58. .

  The engine start command determination unit 112 determines whether or not an engine start condition for starting the engine 8 is satisfied, and when determining that the engine start condition is satisfied, sends an engine start command to the hybrid control unit 104. The engine start condition establishment determining means 114 for outputting is provided, and the engine drive determining means 110 determines that the engine is not in the engine drive state in the vehicle stop state when the shift operation determining means 108 determines that it is in the “P” position. In this case, it is determined by the engine start condition establishment determination means 114 whether an engine start command has been output.

The engine start condition includes, for example, charging of the power storage device 56 by power generation of the first electric motor M1 and warming of the engine 8 and the catalyst device when the engine is stopped (when the engine is not operating) in the “P” position. Is a predetermined charge that is set in order to prevent deterioration of the power storage device 56, for example, in which the charge capacity SOC of the power storage device 56 is a request for engine start that requires the operation of the engine 8 to drive an air conditioner compressor, etc. The engine start condition is set such that the capacity SOC ′ or less, the engine water temperature TEMP _W , the catalyst temperature are each equal to or lower than a predetermined temperature, and the air conditioner is in the operating state A / C. The engine start condition establishment determination means 114 determines that the engine water temperature TEMP _W is obtained when the charge capacity SOC of the power storage device 56 is reduced to a predetermined charge capacity SOC ′ or less when the engine is stopped in the vehicle stop state at the “P” position. It is determined that the engine start condition has been met when any one of the conditions such as when the temperature falls below the predetermined temperature, when the catalyst temperature falls below the predetermined temperature, or when the air conditioner is in the operating state A / C. Then, an engine start command is output to the hybrid control means 104.

  When the vehicle stop state is determined by the engine drive determination unit 110 to be not in the engine drive state when the vehicle stop state control unit 106 is determined to be in the “P” position by the shift operation determination unit 108. The “P-B” position is selected, and the power transmission path in the automatic transmission unit 20 is temporarily brought into a power transmission enabled state. The stepped shift control means 102 outputs to the hydraulic control circuit 70 a command for engaging the first clutch C1 and the third brake B3 in accordance with the selected “P-B” position to establish the first gear. To do.

Further, the vehicle stop control means 106 determines that the engine start command determination means 112 determines that the engine start command is output by the engine start condition establishment determination means 114 at the “P-B” position. The first motor M1 outputs a command to the hybrid control means 104 to increase the engine speed _NE to a startable speed _NES or higher. The hybrid control means 104, based on the direction, can speed Start the engine rotational speed N _E by raising only the first electric motor speed N _M1 causes idly the second electric motor M2 which is mechanically fixed as a no-load condition The engine 8 is raised to _NES or more, and commands for opening / closing control of the electronic throttle valve 62, fuel injection control, and ignition timing control are output to the engine output control device 58 to start the engine 8.

  On the other hand, the vehicle stop time control means 106 is determined to be in the engine drive state by the engine drive determination means 110 in the vehicle stop state when it is determined by the shift operation determination means 108 that it is in the “P” position. If this happens, the “PA” position is selected to place the power transmission path in the automatic transmission unit 20 in the power transmission cut-off state. The stepped shift control means 102 outputs a command to release both the clutch C and the brake B and establish a neutral state to the hydraulic control circuit 70 in accordance with the selected “PA” position.

  FIG. 11 is a flowchart for explaining the control operation for reducing the burden on the control surface when starting the engine in the vehicle stop state when the electronic control device 100 is in the main part of the control operation, that is, in the “P” position. It is repeatedly executed with a very short cycle time of about msec to several tens of msec. FIG. 12 is a time chart for explaining the control operation shown in the flowchart of FIG.

In FIG. 11, first, in a step (hereinafter, step is omitted) S1 corresponding to the shift operation determining means 108, it is determined whether or not the shift lever 52 is in the “P” position based on the shift position P _SH. The

  If the determination in S1 is negative, control other than the control in the vehicle stop state when in the “P” position is executed in S7, or this routine is ended.

  If the determination in S1 is affirmative, in S2 corresponding to the engine drive determination means 110, the engine drive in which the engine 8 is operating based on a command output (for example, fuel supply amount signal) to the engine output control device 58. It is determined whether or not it is in a state.

  If the determination in S2 is negative, the "P-B" position is selected as the "P" position in S3 corresponding to the vehicle stop time control means 106 and the stepped shift control means 102, and the "P-B" In accordance with the position, a command for engaging the first clutch C1 and the third brake B3 to establish the first gear is output to the hydraulic control circuit 70, and the power transmission path in the automatic transmission 20 is temporarily powered. It can be transmitted. Thus, at the “P” position when the engine is not operating, the power transmission path is temporarily in a power transmission enabled state. As a result, the first ring gear R1 (third element) is fixed in a non-rotatable manner and can take a mechanical reaction force. Since the engine 8 is in a non-operating state here, the engagement pressure for engaging the first clutch C1 and the third brake B3 is generated by operating the electric oil pump. Further, since the parking lock driving motor is driven by the shift-by-wire system, the parking gear 84 is locked and the output shaft 22 is mechanically fixed, and the movement of the vehicle is prevented. The

T ₁ time earlier 12 when the vehicle is stopped in the engine non-operation state, "P-B" position is selected as the "P" position, the first gear by engaging the first clutch C1 and the third brake B3 The state where the stage is established is shown.

  Subsequently, in S4 corresponding to the engine start command determination means 112, it is determined whether or not an engine start command is output.

If the determination in S4 is negative, the process returns to S3, but if the determination is positive, in S5 corresponding to the vehicle stop time control means 106 and the hybrid control means 104, the first motor M1 causes the engine speed N _E Is output to a startable rotational speed _NES or higher, and the second motor M2 that is mechanically fixed is idled in a no-load state and only the first motor rotational speed _NM1 is increased according to the instruction. engine rotational speed N _E Te is raised to allow more speed N _ES startup. When the startable rotation speed N _ES, for example, the idle rotation speed N _IDL is reached, a command for opening / closing control of the electronic throttle valve 62, fuel injection control, and ignition timing control is output to the engine output control device 58, and the engine 8 is started (ignited). In this engine start, the rotational speed _NES can be increased only by the rotation control of the first electric motor M1 without actively controlling the rotation of the second electric motor M2, so that the burden on the control surface is reduced. . Further, at the time of starting the engine, in order to prevent vibration of the power transmission system at the time of starting the engine, for example, the output of the second electric motor M2 is short-circuited to maximize the power generation load. Control for fixing the motor rotation speed _NM2 to zero rotation speed may be executed. Since the second electric motor M2 is mechanically fixed and the rotation speed is zero, it is not necessary to control the second electric motor rotation speed N _M2 with high accuracy, and the engine rotation speed _{NE is set} to be equal to or higher than the startable rotation speed N _ES . The burden on the control surface when controlling is not increased.

Time point t ₁ in Figure 12 shows that an engine start command is outputted. In this time point t ₁ and later, by the first electric motor M1, the engine rotational speed N _E is raised along with the engine start command, it reaches a startable speed N _ES e.g. idling speed N _IDL as shown in t ₂ time Then, it is ignited and the engine 8 is rotated autonomously. t ₂ as shown in time to t ₃ time points, where the engine rotational speed N _E is caused to rise above startable speed N _ES, engagement hydraulic pressure of the first clutch C1 and the third brake B3 is quick draining (rapid Discharged). Further, while the “P-B” position is selected and the first gear is established, the second electric motor M2 is fixed so as not to rotate, so the second electric motor rotational speed _NM2 is maintained at zero. The

  If the determination in S2 is affirmative, the "PA" position is selected as the "P" position in S6 corresponding to the vehicle stop time control means 106 and the stepped shift control means 102, and the "PA" In accordance with the position, a command to release both the clutch C and the brake B to establish the neutral state is output to the hydraulic control circuit 70, and the power transmission path in the automatic transmission unit 20 is set to the power transmission cut-off state. Thus, the neutral state is established in the same manner as the normal “P” position when the engine is operating. Further, even after the engine is started in S5, the determination in S2 is affirmed, so that the power transmission path in the automatic transmission unit 20 in which the power transmission enabled state is temporarily formed is released and immediately enters the neutral state. Be restored. In this neutral state, since both the clutch C and the brake B are released, it is not necessary to generate an engagement pressure, the mechanical oil pump may be operating originally, and it is not necessary to operate the electric oil pump. . Further, since the parking lock driving motor is driven by the shift-by-wire system, the parking gear 84 is locked and the output shaft 22 is mechanically fixed, and the movement of the vehicle is prevented. The

By Figure 12 t ₂ after the time of the engine is allowed to start, it is selected "P-A" position as a "P" position, the neutral state is established by releasing the first clutch C1 and the third brake B3 The state is shown. Even if the “PA” position is selected after the engine is started, the second motor rotation speed _NM2 is controlled to zero as long as the “P” position is maintained.

As described above, according to the present embodiment, when the engine 8 is started in the vehicle stop state, the engagement operation of the clutch C and the brake B is controlled by the vehicle stop time control means 106, whereby the automatic transmission unit with the power transmission path in the power transmitting state in 20, the engine rotational speed N _E is raised to allow more speed N _ES start by first electric motor speed N _M1 is controlled, the differential unit 11, the transmission member 18, which is an output rotating member, is operatively connected directly to the drive wheel 34, and the third element connected to the second electric motor M 1 and the transmission member 18 restrains the rotation of the drive wheel 34. Thus, the reaction force torque can be mechanically obtained, and only the rotation control of the first motor M1 is performed without actively controlling the rotation of the second motor M2 by the differential action of the differential unit 11. Thus it is possible to increase the engine rotational speed N _E above startable speed N _ES, the burden of the control surfaces during engine start in a vehicle stopped state is reduced.

  Further, according to the present embodiment, the vehicle stop state is when the “P” position is selected in the shift operating device 50 (shift lever 52), and therefore, the power transmission path in the automatic transmission unit 20 is usually performed. Even when the “P” position in which the power transmission is cut off is selected, when the engine is started in the vehicle stopped state, the power transmission path is temporarily set in a power transmission enabled state and cannot rotate. By directly connecting the output shaft 22 and the third element fixed to each other, the third element is fixed in a non-rotatable state so that a reaction torque can be mechanically obtained.

  Further, according to the present embodiment, the vehicle stop control means 106 controls the engagement operation of the clutch C and the brake B after the operation of the engine 8 is started in the vehicle stop state in which the “P” position is selected. As a result, the power transmission path in the automatic transmission unit 20 is set to the power transmission cut-off state. Therefore, when the engine 8 is brought into an operating state (actuated state) by starting the engine, the power transmission path in the automatic transmission unit 20 is temporarily The power transmission state is returned to the power transmission cutoff state, and the normal state is restored. Therefore, for example, the rotational load of the engine 8 during warm-up is reduced.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 13 is a skeleton diagram illustrating the configuration of the speed change mechanism 120 according to another embodiment of the present invention, and FIG. 14 is an engagement table showing combinations of actions of the hydraulic friction engagement device used for speed change operation of the speed change mechanism 120. FIG. 15 is a collinear diagram illustrating the speed change operation of the speed change mechanism 120.

  As in the above-described embodiment, the transmission mechanism 120 includes the differential unit 11 including the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, and between the differential unit 11 and the output shaft 22. And a forward three-stage automatic transmission unit 122 connected in series via the transmission member 18. The power distribution mechanism 16 includes a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1 of, for example, about “0.418”. The automatic transmission unit 122 includes, for example, a single pinion type second planetary gear device 26 having a predetermined gear ratio ρ2 of about “0.532” and a single pinion type having a predetermined gear ratio ρ3 of about “0.418”, for example. The third planetary gear device 28 is provided. The second sun gear S2 of the second planetary gear unit 26 and the third sun gear S3 of the third planetary gear unit 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The second carrier CA2 of the second planetary gear device 26 and the third ring gear R3 of the third planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The second ring gear R2 is selectively connected to the transmission member 18 via the first clutch C1, and the third carrier CA3 is selectively connected to the case 12 via the second brake B2.

  In this way, the automatic transmission 122 and the differential unit 11 (transmission member 18) are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission 122. It is connected. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 122, that is, a power transmission path from the differential unit 11 (transmission member 18) to the drive wheels 34. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is brought into a power transmission enabled state, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

Further, the automatic transmission unit 122 executes clutch-to-clutch shift by releasing the disengagement-side engagement device and engaging the engagement-side engagement device, and selectively establishes each gear stage (shift stage). As a result, a gear ratio γ (= transmission member rotational speed N ₁₈ / rotational speed N _OUT of the output shaft 22) that changes approximately in a ratio is obtained for each gear. For example, as shown in the engagement operation table of FIG. 14, the first speed gear stage in which the speed ratio γ1 is the maximum value, for example, about “2.804” is established by the engagement of the first clutch C1 and the second brake B2. As a result, the engagement of the first clutch C1 and the first brake B1 establishes the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “1.531”. The engagement of the clutch C1 and the second clutch C2 establishes the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.000”. In addition, when the second clutch C2 and the second brake B2 are engaged, the reverse gear stage (reverse speed change) in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393”. Stage) is established. Further, the neutral "N" state is set by releasing the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2. Note that the engagement operation of the engagement device of the automatic transmission unit 122 in the fourth speed gear stage shown in the engagement operation table of FIG. 14 is the same as that in the third speed gear stage.

  In the transmission mechanism 120 configured as described above, the differential unit 11 that functions as a continuously variable transmission and the automatic transmission unit 122 constitute a continuously variable transmission. Further, by controlling the gear ratio of the differential unit 11 to be constant, the differential unit 11 and the automatic transmission unit 122 can configure a state equivalent to a stepped transmission.

  Specifically, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 122 in series with the differential unit 11 functions as a stepped transmission, whereby at least one shift of the automatic transmission unit 122 is performed. The rotational speed input to the automatic transmission unit 122 with respect to the stage M (hereinafter referred to as the input rotational speed of the automatic transmission unit 122), that is, the rotational speed of the transmission member 18 is changed steplessly. Speed ratio range can be obtained. Therefore, the overall transmission ratio γT of the transmission mechanism 120 is obtained steplessly, and the continuously variable transmission is configured in the transmission mechanism 120.

For example, first gear or transmission member rotational speed N ₁₈ is continuously variable varying with respect to each gear of the third gear and reverse gear position of the automatic transmission portion 122 indicated in the table of FIG. 14 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages is continuously variable continuously, and the total gear ratio γT of the transmission mechanism 120 as a whole is obtained continuously.

  Further, the gear ratio of the differential unit 11 is controlled to be constant, and the clutch C and the brake B are selectively engaged and operated, so that one of the first to third gears or the reverse gear is driven. By selectively establishing the gear stage (reverse gear stage), a total gear ratio γT of the transmission mechanism 120 that changes in a substantially equal ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the transmission mechanism 120.

  For example, when the gear ratio γ0 of the differential unit 11 is controlled to be fixed to “1”, the first to third gear stages of the automatic transmission unit 122 as shown in the engagement operation table of FIG. A total speed ratio γT of the speed change mechanism 120 corresponding to each of the speed gears and the reverse gear is obtained for each gear. Further, when the gear ratio γ0 of the differential unit 11 is controlled to be fixed to a value smaller than “1”, for example, about 0.7 in the third speed gear stage of the automatic transmission unit 122, the engagement operation of FIG. As shown in the fourth speed gear stage in the table, a total speed ratio γT that is smaller than the third speed gear stage, for example, about “0.705” is obtained.

  FIG. 15 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the speed change mechanism 120 including the differential unit 11 and the automatic transmission unit 122. The figure is shown.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 122 in FIG. 15 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other and the second carrier CA2 The three ring gear R3 represents the second ring gear R2 corresponding to the seventh rotation element (seventh element) RE7. Further, in the automatic transmission unit 122, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the second clutch C2 and is selectively connected to the case 12 via the first brake B1 for the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotation element RE6 is connected to the output shaft 22 of the automatic transmission unit 122, and the seventh rotation element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

In the automatic transmission portion 122, the straight line L0 in the differential portion 11 is aligned with the horizontal line X2 is the same rotational speed as the engine speed N _E is input from the differential unit 11 to the seventh rotary element RE7, 15 As shown, when the first clutch C1 and the second brake B2 are engaged, the intersection of the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 (R2) and the horizontal line X2 and the fifth rotating element RE5. An oblique line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of (CA3), and a vertical line indicating the rotational speed of the sixth rotational element RE6 (CA2, R3) connected to the output shaft 22. The rotational speed of the output shaft 22 at the first speed is shown at the intersection with Y6. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed.

Further, when the straight line L0 is higher rotational speed than that in the engine rotational speed N _E is in the state shown in FIG. 15 is input from the differential unit 11 to the seventh rotary element RE7 in the differential unit 11, as shown in FIG. 15 In addition, at the intersection of the horizontal straight line L4 determined by engaging the first clutch C1 and the second clutch C2 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22, The rotational speed of the high-speed output shaft 22 is shown.

  Also in the present embodiment, the speed change mechanism 120 includes the differential portion 11 and the automatic speed change portion 122, and the vehicle stop state control means 106 allows the speed change mechanism 120 in the automatic speed change portion 20 to be in the vehicle stop state when in the “P” position. Based on the engine drive state, a “P” position where the power transmission path is in a power transmission enabled state and a normal “P” position where the power transmission path in the automatic transmission unit 20 is in a power transmission cutoff state are selected. For example, as shown in FIG. 14, the “P-B” position where the first speed gear stage is established is set as the “P” position for enabling the power transmission in the automatic transmission unit 20, and the automatic transmission unit 20 As a “P” position in which the power transmission is cut off, a “PA” position in which the neutral state is established is set. Therefore, the same effect as the above-described embodiment can be obtained.

  FIG. 16 is a skeleton diagram illustrating the configuration of the power distribution mechanism 130 according to another embodiment of the present invention. The power distribution mechanism 130 includes a locking clutch C0 between the first sun gear S1 and the first carrier CA1 in addition to the single pinion type first planetary gear unit 24.

  In the power distribution mechanism 130, when the locking clutch C0 is released, that is, switched to the unlocked state, the power distribution mechanism 130 includes the first sun gear S1 and the first carrier CA1 that are the three elements of the first planetary gear unit 24. Since the first ring gears R1 can be rotated relative to each other and the differential action can be activated, that is, the differential action is activated, the output of the engine 8 is set to the first electric motor M1 and the transmission member 18. Since the electric energy generated from the first electric motor M1 is partly stored in the output of the engine 8 and the second electric motor M2 is rotationally driven, the differential unit 11 (power The distribution mechanism 130) is caused to function as an electrical differential device, and for example, the differential section 11 is set to a so-called continuously variable transmission state (electric CVT state). Regardless of the rotational rotation of the transmitting member 18 is continuously changed. That is, when the power distribution mechanism 130 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained.

  When the locking clutch C0 is engaged, that is, when the lock clutch C0 is switched to the locked state, the power distribution mechanism 130 is not in the differential action, that is, in the non-differential state in which the differential action is impossible. Specifically, when the locking clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally connected, the power distribution mechanism 130 is the third element of the first planetary gear unit 24. Since the one sun gear S1, the first carrier CA1, and the first ring gear R1 are rotated, that is, are integrally rotated, that is, in a connected state, that is, a non-differential state in which the differential action is not performed. Non-differential state. In addition, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the differential unit 11 (power distribution mechanism 130) functions as a transmission in which the speed ratio γ0 is fixed to “1”. A continuously variable transmission state, for example, a constant transmission state, that is, a stepped transmission state is set.

  Although not shown, the power distribution mechanism 130 may include a lock brake B0 between the first sun gear S1 and the case 12 instead of or in addition to the lock clutch C0. In such a case, when the locking brake B0 (and the locking clutch C0) is released in the power distribution mechanism 130, the power distribution mechanism 130 is brought into a differential state. On the other hand, when the locking brake B0 is engaged instead of the locking clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 130 is brought into a non-differential state, so that the differential portion 11 is also in a non-differential state. Further, since the first ring gear R1 is rotated at a higher speed than the first carrier CA1, the power distribution mechanism 130 functions as a speed increase mechanism, and the differential unit 11 (power distribution mechanism 130) has a gear ratio γ0. A non-continuously variable transmission state that functions as a speed-up transmission fixed at a value smaller than “1”, for example, about 0.7, for example, a constant transmission state, that is, a stepped transmission state.

In the present embodiment in which the power distribution mechanism 130 is used in place of the power distribution mechanism 16 in the transmission mechanisms 10 and 120, the stepped shift control means 102 stops the vehicle when starting the engine 8 in the vehicle stop state. to a state capable of the engine rotational speed N _E by the time control means 106 is pulled over startable speed N _ES, the power distribution mechanism 130 to release the locking clutch C0 (and locking brake B0) Is in a differential state.

  Therefore, also in this embodiment, the vehicle stop control means 106 causes the power transmission path in the automatic transmission unit 20 to be in a power transmission enabled state in the vehicle stop state when the vehicle is in the “P” position. Since the normal “P” position that sets the power transmission path in the automatic transmission unit 20 to the power transmission cut-off state is selected based on the engine drive state, the same effect as in the above-described embodiment can be obtained.

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

  For example, in the above-described embodiment, the hydraulic control circuit 70 is electrically switched by the shift-by-wire system at the “P” position where the automatic transmission unit 20 is normally in the power transmission cut-off state. The stage ("P-B" position) is established, and the automatic transmission unit 20 is temporarily in a state where power can be transmitted. However, instead of the shift-by-wire system, the machine is interlocked with the switching of the shift lever 52. It is equipped with a well-known manual valve that can switch the oil path and configures the manual valve so that the hydraulic pressure is supplied to the clutch C and the brake B for establishing the first gear in the “P” position. In addition, the clutch C and / or the brake B including the hydraulic supply oil passage to the manual valve may be electromagnetic in the hydraulic supply oil passage. The valve or the like may be provided to switch the oil passage by the electromagnetic switching valve or the like as a hydraulic to the clutch C and brake B only when the engine is stopped (when the engine is inoperative) is supplied.

  In the “P-B” position of the above-described embodiment, the first speed gear stage is established to enable power transmission in the automatic transmission unit 20, but as shown in FIG. 2 and FIG. Instead of the clutch C1, the reverse gear stage may be established by engagement of the second clutch C2, and the power transmission in the automatic transmission unit 20 may be made possible. When the reverse gear stage is established in this way, there is a possibility that the switching of the hydraulic control can be simplified at the time of selective switching to the next “R” position.

  In the power distribution mechanisms 16 and 130 of the above-described embodiments, the first carrier CA1 is connected to the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are any of the three elements CA1, S1, and R1 of the first planetary gear device 24. It can be connected to

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected via, for example, a gear, a belt, or the like, and needs to be disposed on a common shaft center. Absent.

  In the above-described embodiment, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the first sun gear S1 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is a transmission member. 18 may be connected.

  Further, in the above-described embodiment, the hydraulic friction engagement devices such as the first clutch C1 and the second clutch C2 are magnetic powder type, electromagnetic type, mechanical type such as powder (magnetic powder) clutch, electromagnetic clutch, and meshing type dog clutch. You may be comprised from the engaging apparatus. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 70 is constituted by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, not a valve device that switches an oil passage.

  In the above-described embodiment, the automatic transmission units 20 and 102 are inserted in the power transmission path between the differential member 11, that is, the transmission member 18 that is an output member of the power distribution mechanisms 16 and 130, and the drive wheels 34. However, for example, a continuously variable transmission (CVT), which is a kind of automatic transmission, and a continuously meshing parallel twin shaft type well known as a manual transmission, the gear stage is automatically set by a select cylinder and a shift cylinder. Other types of power transmission units (transmissions) such as an automatic transmission that can be switched and a synchronous mesh type manual transmission that can be switched by manual operation may be provided. Thus, when a power transmission unit of a type different from the automatic transmission units 20 and 102 is provided, the engagement device that can switch the power transmission path between the power transmission possible state and the power transmission cutoff state is different. It is provided in the power transmission path from the moving part 11 to the power transmission part.

  In the above-described embodiment, the automatic transmission units 20 and 102 are connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and on the counter shaft. The automatic transmission units 20 and 102 may be arranged concentrically. In this case, the differential unit 11 and the automatic transmission units 20 and 102 are coupled so as to be able to transmit power via, for example, a pair of transmission members composed of a counter gear pair as a transmission member 18, a sprocket and a chain, and the like. Is done.

  Further, in the power distribution mechanisms 16 and 130 as the differential mechanisms of the above-described embodiments, for example, a pinion that is rotationally driven by an engine and a pair of bevel gears that mesh with the pinion operate on the first electric motor M1 and the second electric motor M2. It may be a differential gear device that is connected to each other.

  Further, the power distribution mechanisms 16 and 130 of the above-described embodiment are configured by one set of planetary gear devices, but are configured by two or more planetary gear devices and are 3 in the non-differential state (constant speed change state). It may function as a transmission having more than one stage. The planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device.

Further, the shift operating device 50 of the above-described embodiment includes the shift lever 52 operated to select a plurality of types of shift positions P _SH. Instead of the shift lever 52, for example, a push button type A switch capable of selecting a plurality of types of shift positions P _SH such as a switch and a slide switch, a switch for selecting only a specific shift position P _SH, for example, only a “P” position, and a switching device for selecting another shift position; Is a device that is provided independently, or a device that can switch between a plurality of types of shift positions P _SH in response to a driver's voice regardless of manual operation, or a plurality of types of shift positions P _SH that can be operated by foot operation. It is also possible to use a device that can be switched. Further, when the shift lever 52 is operated to the “M” position, the shift range is set, but the shift speed is set, that is, the highest speed shift speed of each shift range is set as the shift speed. May be. In this case, in the automatic transmission units 20 and 102, the gear position is switched and the gear shift is executed. For example, when the shift lever 52 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 is in any one of the first to fourth gear positions. Is set according to the operation of the shift lever 52.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. FIG. 2 is an operation chart for explaining a combination of operations of a hydraulic friction engagement device used for a speed change operation of the drive device of FIG. 1. FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the drive device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of FIG. It is a circuit diagram regarding the linear solenoid valve which controls the action | operation of each hydraulic actuator of clutch C1, C2 and brake B1-B3 among hydraulic control circuits. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a figure explaining the structure of the parking lock mechanism for locking the output shaft of an automatic transmission part, the parking lock drive motor for driving the parking lock mechanism, etc. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. It is a figure which shows an example of the shift map used in the shift control of a drive device. A broken line is an optimal fuel consumption rate curve of the engine and is an example of a fuel consumption map. FIG. 5 is a flowchart for explaining the control operation of the electronic control device of FIG. 4, that is, the control operation for reducing the load on the control surface when starting the engine in the vehicle stop state when in the “P” position. It is a time chart explaining the control action shown in the flowchart of FIG. FIG. 3 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 14 is an operation chart for explaining a combination of operations of a hydraulic friction engagement device used for a speed change operation of the drive device of FIG. 13, corresponding to FIG. 2. FIG. 14 is a collinear diagram illustrating a relative rotational speed of each gear stage in the drive device of FIG. 13, corresponding to FIG. 3. It is a skeleton diagram explaining the composition of the power distribution mechanism in other examples of the present invention.

Explanation of symbols

8: Engine 10, 70: Transmission mechanism (vehicle drive device)
11: Differential unit 16: Power distribution mechanism (differential mechanism)
18: Transmission member 20: Automatic transmission unit (power transmission unit)
34: Drive wheel 50: Shift operation device (switching device)
100: Electronic control device (control device)
106: Control means C1, C2 when the vehicle is stopped: Clutch (engagement device)
B1 to B3: Brake (engagement device)
M1: first electric motor M2: second electric motor

Claims (3)

A first element coupled to the engine, a second element coupled to the first motor, and a third element coupled to the second motor and the transmission member, and the output of the engine to the first motor and the transmission A differential section having a differential mechanism for distributing to members and operating as an electrical differential apparatus; and a power transmission section having an engagement device and provided in a power transmission path from the transmission member to the drive wheels. A control device for a vehicle drive device that switches a power transmission path in the power transmission portion between a power transmission enable state and a power transmission cutoff state by controlling an engagement operation of the engagement device,
When the engine is started in a vehicle stopped state, the engagement operation of the engagement device is controlled so that the power transmission path in the power transmission unit is in a state where power can be transmitted, and the rotational speed of the first motor is controlled. A control device for a vehicle drive device, comprising: a vehicle stop control means for controlling to raise the rotational speed of the engine to a rotational speed at which the engine can be started or higher. A switching device capable of selecting a parking position for setting a power transmission path in the power transmission section to a power transmission cutoff state and fixing an output rotation member of the power transmission section in a non-rotatable manner;
2. The control device for a vehicle drive device according to claim 1, wherein the vehicle stop state is when the parking position is selected in the switching device.   The vehicle stop control means sets the power transmission path in the power transmission section to a power transmission cut-off state by controlling the engagement operation of the engagement device while the engine is operating in the vehicle stopped state. The control device for a vehicle drive device according to claim 1 or 2.

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