JP2009143417A - Controller for power transmission apparatus for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a power transmission device for vehicle which prevents the high revolution of the circuit element of an electric differential portion in the controller of a power transmission device for a vehicle equipped with an electronic differential portion connected to a driving source, where a differential state between an input axial revolution speed and an output axial revolution speed is controlled, when the operating state of a motor is controlled. <P>SOLUTION: This controller is provided with a high-revolution prevention differential restricting means 78 for restricting the difference of a differential portion 11, by a switching clutch C0 or a switching brake B0 when a differential carrier CA0 of the differential portion 11 is decreased to a stop direction, while a vehicle is traveling. Thus, even when the differential portion carrier CA0 of the differential section 11 is decreased to the revolution stop direction, the differential restriction is executed by the switching clutch C0 or the switching brake B0 so that high revolution of the differential portion sun-gear S0 and the first motor M1 is prevented. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention controls the differential state between the input shaft rotational speed connected to the drive source and the output shaft rotational speed by controlling the operating state of the electric motor operatively connected to the rotating element of the differential mechanism. In particular, the present invention relates to a technique for preventing high rotation of a rotating element of the electric differential unit.

  An electric difference in which the differential state between the input shaft rotational speed and the output shaft rotational speed connected to the drive source is controlled by controlling the operating state of the motor operatively connected to the rotating element of the differential mechanism A vehicle power transmission device including a moving part is known. For example, a control device for a vehicle drive device disclosed in Patent Document 1 is an example. In Patent Document 1, when one of the electric differential unit and the transmission unit fails (fails), the vehicle power transmission device formed based on the gear ratio of the electric differential unit and the gear ratio of the transmission unit is disclosed. There is disclosed a technique for maintaining running performance by changing the speed ratio of the other speed change unit so that the overall speed ratio becomes the overall speed ratio immediately before one of the two becomes a failure state.

JP 2006-46487 A

  By the way, in a vehicle power transmission device including an electric differential unit and a transmission unit such as Patent Document 1, if the drive source rotational speed is suddenly reduced during driving due to, for example, a failure of the drive source, the drive source As the rotational speed of the input shaft connected to the abruptly decreases, there is a possibility that the predetermined rotational element of the electric differential section is also suddenly lowered by the differential action and the rotational speed is increased to the negative side. was there. Here, it is conceivable to suppress this high rotation by controlling the torque of the electric motor, but it is difficult to control the rotational speed of the electric motor with respect to fluctuations in the rotational speed of a drive source with a large inertia, and there is a limitation on the output of the electric motor, for example. Then, the torque control itself by the electric motor cannot be performed. Also in Patent Document 1, since such a problem has not been known, no solution to this problem has been devised.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide a drive source by controlling the operating state of an electric motor operatively connected to a rotating element of a differential mechanism. In a control device for a vehicle power transmission device including an electric differential unit in which a differential state between a connected input shaft rotation speed and output shaft rotation speed is controlled, for example, an electric difference generated due to a failure of a drive source or the like An object of the present invention is to provide a control device for a vehicle power transmission device that prevents the rotation element of the moving part from rotating at a high speed.

  To achieve the above object, the gist of the invention according to claim 1 is that: (a) a driving source is controlled by controlling an operating state of an electric motor operatively connected to a rotating element of a differential mechanism; A vehicle comprising: an electrical differential unit that controls a differential state between a connected input shaft rotational speed and an output shaft rotational speed; and a differential limiting mechanism that limits the differential state of the electrical differential unit In the control device for a power transmission device for a vehicle, (b) when a predetermined rotating element of the electric differential unit is lowered in the stop direction during traveling of the vehicle, the difference between the electric differential units is caused by the differential limiting mechanism. A high rotation prevention differential limiting means for limiting the movement is provided.

  The gist of the invention according to claim 2 is that, in the control device for a vehicle power transmission device according to claim 1, the differential limiting mechanism is a first mechanism that directly connects at least two rotating elements of the differential mechanism. At least one of a combination device and a second engagement device for fixing rotation of the electric motor is provided.

  According to a third aspect of the present invention, there is provided the vehicle power transmission control device according to the second aspect, wherein the high rotation prevention differential limiting means includes the first engagement device and the second engagement device. Of the devices, the one having a smaller differential rotation of the rotation speed of the electric motor before and after differential limiting is selected.

  According to a fourth aspect of the present invention, there is provided a control device for a vehicle power transmission device according to any one of the first to third aspects, wherein a power transmission path between the electric differential portion and the drive wheels is determined. An engagement device capable of selectively interrupting power transmission is provided between them, and when the differential of the electric differential unit is limited, the engagement device is released and power transmission is interrupted. Features.

  According to a fifth aspect of the present invention, there is provided the vehicle power transmission control device according to any one of the first to fourth aspects, wherein the high rotation prevention differential limiting means is the electric differential. It is carried out when the output shaft rotation speed of the part is equal to or higher than a predetermined rotation speed.

  According to a sixth aspect of the invention for achieving the above object, (a) a driving source is controlled by controlling an operating state of an electric motor operatively connected to a rotating element of a differential mechanism. An electric differential unit that controls the differential state between the input shaft rotation speed and the output shaft rotation speed, and a shift that forms part of the power transmission path to the electric differential unit and the drive wheels And (b) when a predetermined rotating element of the electric differential unit is lowered in the stop direction during vehicle travel, the transmission unit is set to an appropriate gear ratio. A high-rotation prevention speed change means for controlling is provided.

  The gist of the invention according to claim 7 is the control device for a vehicle power transmission device according to claim 6, wherein the appropriate gear ratio is a gear ratio corresponding to a shift stage on the upshift side. It is characterized by that.

  The gist of the invention according to claim 8 is the control device for a vehicle power transmission device according to claim 6 or 7, wherein the high rotation prevention transmission means is an output shaft rotation speed of the electric differential section. Is performed when the rotation speed is equal to or higher than a predetermined rotation speed.

  According to a ninth aspect of the present invention, in the control device for a vehicle power transmission device according to any one of the first to eighth aspects, the predetermined rotating element of the electric differential portion is in the stop direction. The case where the speed is lowered is when the rotational speed of the drive source is lowered.

  According to the control device for a vehicle power transmission device of the first aspect of the present invention, when the predetermined rotation element of the electric differential unit is lowered in the stop direction during vehicle travel, the differential limiting mechanism Since the high-rotation prevention differential limiting means for limiting the differential of the electric differential unit is provided, even if a predetermined rotation element of the electric differential unit is lowered in the rotation stop direction, the differential limitation by the differential limiting mechanism By implementing the above, it is possible to prevent the rotation element from becoming highly rotated.

  According to the control device for a vehicle power transmission device according to the second aspect of the invention, the differential limiting mechanism includes a first engagement device that directly connects at least two rotation elements of the differential mechanism and rotation of the electric motor. At least one of the second engaging devices to be fixed is provided. In this way, even if the predetermined rotating element of the electric differential section is lowered in the rotation stop direction, the rotating element of the electric differential section is rotated integrally by engaging the first engagement device. Therefore, high rotation of the rotating element is prevented. In addition, even when a predetermined rotating element of the electric differential unit is lowered in the rotation stop direction, the rotating element connected to the electric motor is fixed and the rotating element is rotated at a high speed by engaging the second engagement device. Is prevented.

  According to the control device for a vehicle power transmission device of the invention according to claim 3, the high rotation prevention differential limiting means includes the first engagement device and the second engagement device before and after the differential limitation. The difference in rotational speed of the electric motor is selected in order to reduce the rotational speed change of the electric motor, so that the response of the high rotation prevention differential limiting means is improved and the durability of the electric motor is improved. .

  According to the control device for a vehicle power transmission device of a fourth aspect of the present invention, the power transmission path between the electric differential portion and the drive wheel can selectively interrupt power transmission. A coupling device is provided, and when the differential of the electric differential portion is limited, the engagement device is released and power transmission is interrupted. In this way, since the electric differential section can freely rotate, prevention of high rotation at the time of limiting the differential is executed more rapidly.

  Further, according to the control device for a vehicle power transmission device of the invention according to claim 5, the high rotation prevention differential limiting means is configured such that the output shaft rotation speed of the electric differential section is equal to or higher than a predetermined rotation speed. Since this is to be performed, this control is not performed if the output shaft rotation speed is less than the predetermined rotation speed. Here, when the output shaft rotation speed is less than the predetermined rotation speed, the rotation element is not increased at high speed even if the present control is not performed, so that the control load due to the present control is reduced.

  According to the control device for a vehicle power transmission device of the invention according to claim 6, when the rotating element of the electric differential unit is lowered in the stop direction while the vehicle is running, the transmission unit is set to an appropriate gear. Because it is equipped with a high-rotation-preventing speed changer that controls the ratio, even if a predetermined rotation element of the electric differential part is lowered in the rotation stop direction, it is connected to the speed change part by controlling the speed change part to an appropriate gear ratio The rotational speed of the output shaft of the electrical differential unit is reduced. Thereby, high rotation of the rotating element is preferably prevented by the differential action of the electric differential section.

  According to the control device for a vehicle power transmission device of the invention according to claim 7, since the appropriate gear ratio is a gear ratio corresponding to the shift stage on the upshift side, Even if the predetermined rotation element is lowered in the rotation stop direction, the rotation speed of the output shaft of the electric differential unit connected to the input shaft of the transmission unit is reduced by shifting the transmission unit to the up-soft side. Thereby, high rotation of the rotating element is preferably prevented by the differential action of the electric differential section.

  Further, according to the control device for a vehicle power transmission device of an eighth aspect of the invention, the high rotation prevention transmission means is implemented when the output shaft rotation speed of the electric differential section is equal to or higher than a predetermined rotation speed. Therefore, if the output shaft rotation speed is less than the predetermined rotation speed, this control is not performed. Here, when the output shaft rotation speed is less than the predetermined rotation speed, the rotation element is not increased at high speed even if the present control is not performed, so that the control load due to the present control is reduced.

  According to the control device for a vehicle power transmission device of the ninth aspect of the invention, when the predetermined rotating element of the electric differential section is lowered in the stop direction, the rotational speed of the drive source is reduced. When it is done. As a result, as the rotational speed of the drive source is lowered, the predetermined rotational speed of the electric differential unit is increased in the negative direction. By executing the prevention speed change means, this high rotation can be prevented.

  Here, preferably, the electric differential unit is an electric continuously variable transmission unit including a planetary gear device and two electric motors. In this way, since the rotation of the rotating element of the electric differential unit can be controlled by controlling the electric motor, the gear ratio of the electric differential unit can be continuously changed, and a wide range of speed changes can be achieved. A ratio can be obtained.

  Preferably, the predetermined rotational speed of the output shaft of the electric differential section, which is a determination condition for implementing the high rotation prevention differential limiting means and the high rotation prevention transmission means, is variable according to the oil temperature of the hydraulic oil. To do. In this way, for example, when the oil temperature is lowered, the responsiveness of the differential limiting mechanism and the engagement device that are actuated by hydraulic pressure is lowered, so the predetermined rotational speed of the output shaft is set low. As a result, when the oil temperature is low, the high rotation prevention differential limiting means and the high rotation prevention speed change means are executed promptly, so that it is possible to eliminate the influence of responsiveness degradation.

  Preferably, the engagement device is a mechanical engagement device. In this way, the electrical differential portion and the transmission portion are mechanically connected or disconnected, and when the high rotation prevention differential limiting means is implemented, the electrical differential is released by releasing the engagement device. The transmission of power between the part and the transmission part is cut off, and the high speed rotation of the electric differential part is prevented more quickly.

  Preferably, the engagement device is an engagement element that establishes a shift stage of the stepped transmission unit. In this way, it is not necessary to separately provide an engagement device for interrupting power transmission between the electric differential portion and the transmission portion, and an increase in the number of parts can be suppressed.

  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 hybrid vehicle power transmission device to which a control device of the present invention is applied. In FIG. 1, a transmission mechanism 10 has an input shaft 14 that functions as an input rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to a vehicle body. And a differential portion 11 directly connected to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and the differential portion 11 and the drive wheel 38 (see FIG. 6). An automatic transmission unit 20 that functions as a stepped transmission unit that is connected in series via a transmission member (output shaft of the differential mechanism) 18 through a power transmission path therebetween, and is connected to the automatic transmission unit 20 An output shaft 22 that functions as an output rotating member is provided in series. The speed change mechanism 10 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is directly connected to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, a driving power source such as a gasoline engine or a diesel engine is provided between the engine 8 and a pair of driving wheels 38 (see FIG. 6). The differential gear device (final reduction gear) 36 and a pair of axles constituting a part of the power transmission path are sequentially transmitted to the left and right drive wheels 38. The engine 8 of the present embodiment corresponds to the drive source of the present invention, the speed change mechanism 10 corresponds to the vehicle power transmission device of the present invention, and the differential section 11 corresponds to the electric differential of the present invention. Corresponding to the power generation unit. Further, since the transmission member 18 of this embodiment connects the output shaft of the differential unit 11 and the input shaft of the automatic transmission unit 20, the output shaft of the differential unit 11 and the input of the automatic transmission unit 20. It also functions as an axis.

  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 differential unit 11, which can be referred to as an electric differential unit in that the differential state is controlled by controlling the operating state of the first motor M 1, is input to the first motor M 1 and the input shaft 14. And a power distribution mechanism 16 that mechanically distributes the output of the engine 8 and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. Further, the second electric motor M2 is connected so as to rotate integrally with the transmission member 18. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function. The first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 At least a motor (electric motor) function for outputting a driving force as a driving force source for traveling is provided. Note that the first electric motor M1 of the present embodiment corresponds to the electric motor of the present invention.

  The power distribution mechanism 16 corresponding to the differential mechanism of the present invention includes, for example, a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, a switching clutch C0 and a switching brake B0. And is proactively provided. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 includes a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, respectively. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, Since a part of the output of the distributed engine 8 is stored with electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set in a so-called continuously variable transmission state (electric CVT state) so that the transmission member 18 continuously rotates regardless of the predetermined rotation of the engine 8. It is varied. That is, the rotational state of the input shaft 14 connected to the engine 8 and the rotation of the transmission member 18 functioning as the output shaft are controlled by controlling the operating state of the first electric motor M1 connected to the power distribution mechanism 16 so as to be able to transmit power. The differential state with respect to speed is controlled. The rotational speed N ₁₈ of the power transmitting member 18 is detected by the second electric motor M2 detectable resolver 19 also the direction of rotation which is provided in the vicinity.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the differential sun gear S0 and the differential carrier CA0 are integrally engaged, the power distribution mechanism 16 is connected to the differential planetary gear unit 24. Since the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0, which are the three elements, are all in a locked state where they are rotated, that is, integrally rotated, the differential action is disabled. The differential unit 11 is also in a non-differential state. Further, 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 16) is a constant functioning as a transmission in which the speed ratio γ0 is fixed to “1”. A shift state, that is, a stepped shift state is set. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the differential sun gear S0 is connected to the case 12, the power distribution mechanism 16 locks the differential sun gear S0 in a non-rotating state. Since the differential action is impossible because the differential action is impossible, the differential unit 11 is also in the non-differential state. Further, since the differential portion ring gear R0 is rotated at a higher speed than the differential portion carrier CA0, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential portion 11 (power distribution mechanism 16) has a gear ratio. A constant speed change state, that is, a stepped speed change state in which γ0 functions as a speed increasing transmission with a value smaller than “1”, for example, about 0.7, is set.

  Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) between the differential state, that is, the non-locked state, and the non-differential state, that is, the locked state. That is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electric differential device, for example, an electric continuously variable transmission operation that operates as a continuously variable transmission whose speed ratio can be continuously changed is possible. A continuously variable transmission state and a gearless state in which an electric continuously variable transmission does not operate, for example, a lock state in which a continuously variable transmission operation is not operated without being operated as a continuously variable transmission, that is, one or more types are locked. A constant speed state (non-differential state) that does not perform an electrical continuously variable speed operation that operates as a single-stage or multiple-stage transmission with a gear ratio of, i.e., an electrical continuously variable speed shift operation (non-differential state), in other words, differential Part Speed ratio by limiting the first differential is functioning as a selectively switches the differential state switching device in the fixed-speed-ratio shifting state to operate as a transmission having a single stage or multiple stages (differential limiting mechanism). The switching brake B0 of this embodiment corresponds to the differential limiting mechanism and the second engagement device of the present invention, and the switching clutch C0 corresponds to the differential limiting mechanism and the first engagement device of the present invention. Yes.

  The automatic transmission unit 20 constituting a part of the power transmission path to the differential unit 11 and the drive wheel 38 includes a single pinion type first planetary gear device 26, a single pinion type second planetary gear device 28, and a single pinion. A third planetary gear device 30 of the type is provided. The first planetary gear unit 26 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 S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 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 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 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 about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, 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, When the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3. Note that the automatic transmission unit 20 corresponds to the transmission unit of the present invention.

  In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 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 first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.

  As described above, the automatic transmission unit 20 and the 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 unit 20. In other words, the first clutch C1 and the second clutch C2 are disposed between the transmission member 18 that functions as the output shaft of the differential unit and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38. It functions as an engagement device that selectively switches the power transmission path 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. ing. That is, at least one of the first clutch C1 and the second clutch C2 is engaged so that the power transmission path can be transmitted, or the first clutch C1 and the second clutch C2 are disengaged. The power transmission path is in a power transmission cutoff state. Thus, the first clutch C1 and the second clutch C2 function as the engagement device of the present invention.

  The switching clutch C0, first clutch C1, second clutch C2, switching brake B0, first brake B1, second brake B2, and third brake B3 are often used in conventional stepped automatic transmissions for vehicles. 1 or 2 bands wound around the outer peripheral surface of a rotating drum, or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator One end of each is constituted by 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 speed change mechanism 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. When the second brake B2 and the third brake B3 are selectively engaged, any one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio is determined for each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 11 and the automatic speed change portion 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state. The output shaft rotational speed N _OUT is detected by a rotational speed sensor 23 provided on the output shaft 22. The rotational speed sensor 23 can detect the rotational speed N _OUT of the output shaft 22 and can also detect the rotational direction of the output shaft 22 and can detect the traveling direction of the vehicle.

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3” The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," The fifth gear stage which is about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage 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” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are released.

  However, when the transmission mechanism 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Accordingly, 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 the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio (total speed ratio) γT of the speed change mechanism 10 as a whole can be obtained steplessly.

  FIG. 3 shows the rotation of each rotary element having a different connection state for each gear stage in a transmission mechanism 10 including a differential section 11 that functions as a continuously variable transmission section and an automatic transmission section 20 that functions as a stepped transmission section. The collinear chart which can represent the relative relationship of speed on a straight line 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. Of the horizontal lines, the lower horizontal line X1 indicates the rotational speed zero, the upper horizontal line X2 indicates the rotational speed "1.0", that is, the rotational speed NE of the engine 8 connected to the input shaft 14, and the horizontal line XG indicates The rotational speed of the transmission member 18 is shown.

  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 indicate the differential corresponding to the second rotation element (second element) RE2 in order from the left side. This shows the relative rotational speed of the differential part ring gear R0 corresponding to the part sun gear S0, the differential part carrier CA0 corresponding to the first rotational element (first element) RE1, and the third rotational element (third element) RE3. These intervals are determined according to the gear ratio ρ 0 of the differential planetary gear unit 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 second sun gear S2, the first carrier CA1 corresponding to the fifth rotation element (fifth element) RE5, the third ring gear R3 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element ( Seventh element) The first ring gear R1, the second carrier CA2, and the third carrier CA3 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The two ring gear R2 and the third sun gear S3 are respectively represented, and the distance between them is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third 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 section 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 ρ0. Further, in the automatic transmission unit 20, the space between the sun gear and the carrier is set at an interval corresponding to "1" for each of the first, second, and third 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, the speed change mechanism 10 of the present embodiment includes the first rotating element RE1 (difference) of the differential planetary gear unit 24 in the power distribution mechanism 16 (differential unit 11). The moving part carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential part sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the first rotating element RE2. Connected to the motor M1 and selectively connected to the case 12 via the switching brake B0, the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second motor M2, and the input shaft 14 is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

  For example, when the switching clutch C0 and the switching brake B0 are released to switch to a continuously variable transmission state (differential state), the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. If the rotation speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant when the rotation of the differential portion sun gear S0 indicated by is increased or decreased, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is made to coincide with the horizontal line X2, and the transmission member 18 is rotated at the same rotation as the engine rotation speed NE. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. The rotational speed of the differential part ring gear R0, that is, the transmission member 18, indicated by the intersection of the straight line L0 and the vertical line Y3, is input to the automatic transmission unit 20 at a speed increased from the engine rotational speed NE.

  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 unit 20, as shown in FIG. 3, 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 rotation element RE8 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection point. 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. In the first to fourth speeds, the switching clutch C0 is engaged. As a result, the power from the differential unit 11, that is, the power distribution mechanism 16, is supplied to the eighth rotating element RE8 at the same rotational speed as the engine rotational speed NE. Entered. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the differential unit 11 is input at a rotational speed higher than the engine rotational speed NE. Therefore, the first clutch C1, the second clutch The output shaft 22 of the fifth speed at the intersection of C2 and the horizontal straight line L5 determined by engaging the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 The rotation speed is indicated.

  FIG. 4 shows a signal input to the electronic control device 40 which is a control device for controlling the speed change mechanism 10 constituting a part of the hybrid vehicle drive device according to the present invention, and the electronic control device 40 outputs the signal. The signal is illustrated. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 40 includes a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position SP, a signal indicating the rotational speed N _M1 of the first motor _M1, and a second motor M2 from the sensors and switches shown in FIG. A signal representing the rotational speed N _M2 of the engine, a signal representing the engine rotational speed NE, which is the rotational speed of the engine 8, a signal indicating the gear ratio train set value, a signal for instructing the M mode (manual shift travel mode), and the operation of the air conditioner. An air conditioner signal indicating, a vehicle speed V corresponding to the rotation speed N _OUT of the output shaft 22 and a signal indicating the rotation direction, an oil temperature signal indicating the hydraulic oil temperature of the automatic transmission unit 20, a signal indicating a side brake operation, and a foot brake operation Signal, catalyst temperature signal indicating the catalyst temperature, accelerator opening signal indicating the accelerator pedal operation amount Acc corresponding to the driver's required output amount, cam angle signal, -Snow mode setting signal indicating mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise traveling, vehicle weight signal indicating vehicle weight, wheel speed signal indicating wheel speed of each wheel, engine 8 A signal indicating the air-fuel ratio A / F, a signal indicating the throttle valve opening _θTH, and the like are supplied.

Further, the electronic control device 40 sends a control signal to the engine output control device 43 (see FIG. 6) for controlling the engine output, for example, the opening degree θ _TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle actuator 97 to be operated, a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 8 by the fuel injection device 98, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 99, A supercharging pressure adjustment signal for adjusting the supply pressure, an electric air conditioner drive signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors M1 and M2, and a shift position (operation position) for operating the shift indicator Display signal, gear ratio display signal for displaying gear ratio, snow motor for displaying that it is in snow mode Mode display signal, ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, an M mode display signal for indicating that the M mode is selected, the differential unit 11 and the automatic transmission unit 20 In order to control the hydraulic actuator of the hydraulic friction engagement device, a valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 (see FIG. 6), and an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42 are operated. A drive command signal for driving the motor, a signal for driving the electric heater, a signal to the cruise control computer, etc. are output.

  FIG. 5 is a diagram showing an example of a shift operation device 48 as a switching device for switching a plurality of types of shift positions SP by an artificial operation. The shift operation device 48 includes a shift lever 49 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions SP.

  The shift lever 49 is in a neutral state where the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is interrupted, that is, in a neutral state, and the parking position “P (parking) for locking the output shaft 22 of the automatic transmission unit 20. ) ”, A reverse travel position“ R (reverse) ”for reverse travel, a neutral position“ N (neutral) ”for achieving a neutral state in which the power transmission path in the speed change mechanism 10 is interrupted, and a speed change of the speed change mechanism 10 The forward automatic shift travel position “D (drive)” for executing the automatic shift control within the change range of the possible total gear ratio γT or the manual shift travel mode (manual mode) is established, and the high speed side in the automatic shift control is established. Manual operation to the forward manual shift travel position “M (manual)” for setting a so-called shift range that limits the gear position It is provided so as to be.

  Each shift stage in the reverse gear stage “R”, neutral “N”, forward gear stage “D” shown in the engagement operation table of FIG. For example, the hydraulic control circuit 42 is electrically switched so as to be established.

  In each of the shift positions SP 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. As shown in the operation table, the first clutch C1 and the first clutch C1 and the first clutch C1 are configured so that the vehicle in which the power transmission path in the automatic transmission 20 is cut off so that both the first clutch C1 and the second clutch C2 are released cannot be driven. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the two clutch C2. The “R” position, the “D” position, and the “M” position are travel positions that are selected when the vehicle travels. For example, as shown in the engagement operation table of FIG. And a power transmission path by the first clutch C1 and / or the second clutch C2 capable of driving a vehicle to which a power transmission path in the automatic transmission 20 is engaged so that at least one of the second clutch C2 is engaged. It is also a drive position for selecting switching to a power transmission enabled state.

  Specifically, when the shift lever 49 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. From the power transmission cut-off state to the power transmission enabled state, the shift lever 49 is manually operated from the “N” position to the “D” position by the driver, so that at least the first clutch C1 is engaged from the non-engaged state to the engaged state. The power transmission path in the automatic transmission unit 20 is changed from the power transmission cut-off state to the power transmission enabled state. Further, when the shift lever 49 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released, and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the engaged state to the disengaged state when the shift lever 49 is manually operated from the “D” position to the “N” position by the driver. The power transmission path in the automatic transmission unit 20 is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram illustrating the main part of the control function by the electronic control unit 40. In FIG. 6, the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 54 determines the vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 based on the relationship (shift diagram, shift map) shown in FIG. Is determined based on the vehicle state indicated by (2) to determine whether or not the shift of the automatic transmission unit 20 is to be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determined shift stage is obtained. Shifting of the automatic transmission unit 20 is executed. At this time, the stepped shift control means 54 engages and / or engages the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. A release command (shift output command) is output to the hydraulic control circuit 42.

  The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the differential unit 11, while driving force between the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the distribution of the power and the reaction force generated by the first electric motor M1 so as to be optimized. For example, at the current traveling vehicle speed, the vehicle target (request) output is calculated from the accelerator pedal operation amount Acc as the driver's required output amount and the vehicle speed V, and the required total target is calculated from the vehicle target output and the charge request value. The engine speed is calculated by calculating the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so as to obtain the total target output. The engine 8 is controlled so as to be NE and the engine torque TE, and the power generation amount of the first electric motor M1 is controlled.

  The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such hybrid control, in order to match the engine rotational speed NE determined for operating the engine 8 in an efficient operating range with the vehicle speed V and the rotational speed of the transmission member 18 determined by the shift speed of the automatic transmission unit 20. The differential unit 11 is caused to function as an electric continuously variable transmission. That is, for example, the hybrid control means 52 achieves both drivability and fuel efficiency during continuously variable speed travel in two-dimensional coordinates using the engine speed NE and the output torque (engine torque) TE of the engine 8 as parameters. An optimal fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 determined experimentally in advance is stored in advance, and for example, a target output (total target) is set so that the engine 8 can be operated along the optimal fuel consumption rate curve. The target value of the total speed ratio γT of the speed change mechanism 10 is determined so that the engine torque TE and the engine speed NE for generating the engine output necessary for satisfying the output and the required driving force) are satisfied. The gear ratio γ0 of the differential unit 11 is controlled so as to be obtained, and the total gear ratio γT is within a changeable range of the gearshift, for example, a range of 13 to 0.5 In control.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. 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 58. 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.

The hybrid control means 52 controls opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for throttle control, and also controls the fuel injection amount and injection timing by the fuel injection device 98 for fuel injection control, and controls the ignition timing control. Therefore, an engine output control for executing the output control of the engine 8 so as to generate a necessary engine output by outputting to the engine output control device 43 a command for controlling the ignition timing by the ignition device 99 such as an igniter alone or in combination. Means are provided functionally. For example, the hybrid controller 52 basically drives the throttle actuator 97 based on the accelerator opening signal Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Execute throttle control to increase.

The solid line A in FIG. 7 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, driving the engine 8 for running. Engine running region and motor running for switching between so-called engine running for starting / running (hereinafter referred to as running) the vehicle as a power source and so-called motor running for running the vehicle using the second electric motor M2 as a driving power source for running. This is the boundary line with the region. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is a two-dimensional parameter using vehicle speed V and output torque T _{OUT as} a driving force related value as parameters. It is an example of the driving force source switching diagram (driving force source map) comprised by the coordinate. This driving force source switching diagram is stored in advance in the storage means 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

Then, the hybrid control means 52 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the driving force source switching diagram of FIG. Judgment is made and motor running or engine running is executed. As described above, as shown in FIG. 7, the motor running by the hybrid control means 52 is generally performed at a relatively low output torque _TOUT , that is, when the engine efficiency is low compared to the high torque range, that is, the low engine torque TE. Or when the vehicle speed V is relatively low, that is, in a low load range.

The hybrid control means 52 uses the electric CVT function (differential action) of the differential unit 11 to suppress dragging of the stopped engine 8 and improve fuel consumption during the motor running. The rotational speed N _M1 is controlled at a negative rotational speed, for example, idling, and the engine rotational speed NE is maintained at zero or substantially zero by the differential action of the differential section 11.

  Further, even in the engine travel region, the hybrid control means 52 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 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, the engine travel of this embodiment includes engine travel + motor travel.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the charging capacity SOC of the power storage device 60 is reduced when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8, and the first motor M1 is generated. pulled rotational speed of the engine rotational speed NE by the differential function of the power distribution mechanism 16 is also the rotational speed N _M2 of the second electric motor which is uniquely determined by the vehicle speed V becomes zero (substantially zero) by the vehicle stop state Is maintained at a speed higher than the autonomous rotation speed.

In addition, the hybrid control means 52 uses the electric CVT function of the differential unit 11 regardless of whether the vehicle is stopped or traveling, so that the rotational speed N _M1 of the first electric motor _M1 and / or the rotational speed N _M2 of the second electric motor _{M2 is used.} Is controlled to maintain the engine speed NE at an arbitrary speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed NE, while maintaining the rotational speed N _M2 of the second electric motor M2, bound with the vehicle speed V substantially constant The rotation speed NM1 of the first electric motor _M1 is increased.

  The speed-increasing gear stage determining means 62 stores, for example, a storage means based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the transmission mechanism 10 is in the stepped speed change state. In accordance with the shift diagram shown in FIG. 7 stored in advance in 56, it is determined whether or not the gear position to be shifted of the transmission mechanism 10 is the speed-up side gear stage, for example, the fifth speed gear stage.

The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the lock state are selectively switched. For example, the switching control means 50 is a vehicle state indicated by the vehicle speed V and the required output torque T _{OUT based} on the relationship (switching diagram, switching map) shown in FIG. Based on the above, it is determined whether or not the speed change state of the speed change mechanism 10 (differential portion 11) should be switched, that is, the speed change mechanism 10 is in a continuously variable control region where the speed change mechanism 10 is set to a continuously variable speed change state. Is determined to be within the stepped control region in which the stepped gear shift state is set to the stepped shift state, the shift state of the transmission mechanism 10 to be switched is determined, and the transmission mechanism 10 is switched between the stepless shift state and the stepped shift state. The shift state is selectively switched to one of them.

  Specifically, when it is determined that the switching control means 50 is within the stepped shift control region, the hybrid control means 52 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. The step-variable shift control means 54 is allowed to shift at a preset step-change. At this time, the stepped shift control means 54 executes the automatic shift of the automatic transmission unit 20 in accordance with, for example, the shift diagram shown in FIG. For example, FIG. 2 preliminarily stored in the storage means 56 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 that are selected in the shifting at this time. That is, the transmission mechanism 10 as a whole, that is, the differential unit 11 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear stage is achieved according to the engagement table shown in FIG.

  For example, when the fifth gear is determined by the acceleration-side gear determination means 62, the so-called overdrive gear that has a gear ratio smaller than 1.0 is obtained for the entire transmission mechanism 10. Therefore, the switching control means 50 instructs the differential unit 11 to release the switching clutch C0 and engage the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. Is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that the gear ratio is not the fifth speed gear stage, the speed change gear 10 as a whole can obtain a reduction side gear stage having a gear ratio of 1.0 or more, so that the switching control means. 50 indicates a command to the hydraulic control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. To do. In this manner, the transmission mechanism 10 is switched to the stepped speed change state by the switching control means 50 and is selectively switched to be one of the two types of speed steps in the stepped speed change state. Is made to function as a sub-transmission, and the automatic transmission unit 20 in series functions as a stepped transmission, whereby the entire transmission mechanism 10 is made to function as a so-called stepped automatic transmission.

  However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the transmission mechanism 10 as a whole can obtain the continuously variable transmission state, so that the differential section 11. Is output to the hydraulic control circuit 42 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with the shift diagram shown in FIG. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, and each gear stage can obtain a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

Here, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 7 is an upshift line, and the alternate long and short dash line is a downshift line.

7 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 7 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 7 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. In addition, you may memorize | store in the memory | storage means 56 previously as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be.

The shift diagram, the switching diagram, or the driving force source switching diagram is not a map but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, and comparing the output torque T _OUT with the judgment output torque T1. May be stored as a determination formula or the like. In this case, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 50 places the transmission mechanism 10 in the stepped transmission state when the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 exceeds the determination output torque T1.

  In addition, when the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electrical path until it is converted into dynamic energy, that is, failure (failure) of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, etc. When the vehicle state is such that a functional deterioration due to low temperature occurs, the switching control means 50 preferentially sets the speed change mechanism 10 to the stepped speed change state in order to ensure vehicle travel even in the continuously variable control region. Also good.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T _OUT of the automatic transmission unit 20, the engine, for example. Actual values such as torque TE, vehicle acceleration, and engine torque TE calculated based on, for example, accelerator opening or throttle valve opening θ _TH (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed NE Or a request (target) engine torque TE calculated based on a driver's accelerator pedal operation amount or throttle opening, a request (target) output torque T _{OUT of} the automatic transmission unit 20, an estimated value such as a required driving force. There may be. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  Further, for example, the determination vehicle speed V1 is set so that the speed change mechanism 10 is set to the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating if the speed change mechanism 10 is set to the stepless speed change state at the time of high speed drive. Is set to The determination torque T1 is, for example, an electric power from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine in the high output traveling of the vehicle. It is set in accordance with the characteristics of the first electric motor M1 that can be disposed with a reduced maximum energy output.

As shown in the relationship of FIG. 7, the stepped control region is a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Therefore, the step-variable traveling is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed traveling is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8.

As a result, for example, in low-medium speed traveling and low-medium power traveling of the vehicle, the speed change mechanism 10 is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determination vehicle speed V1. In such high speed running, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path, so that the electric continuously variable transmission. As a result, the conversion loss between the power and the electric energy generated when the power is operated is suppressed, and the fuel efficiency is improved. Further, in high-power running such that the driving force-related value such as the output torque T _OUT exceeds the determination torque T1, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and is exclusively a mechanical power transmission path. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). As a result, the user can enjoy the change in the engine rotational speed NE accompanying the upshift in the stepped automatic transmission, that is, the rhythmical change in the engine rotational speed NE accompanying the shift.

  By the way, in the speed change mechanism 10, the rotational speed of the differential carrier CA <b> 0 connected to the engine 8 is reduced by abruptly decreasing the engine rotational speed NE due to a failure (failure) of the engine 8 while the vehicle is traveling. Then, there is a possibility that the rotational speed of the first electric motor connected to the differential part sun gear S0 and the differential part sun gear S0 is increased to the negative side due to the differential action of the differential part 11. This will be specifically described with reference to the alignment chart shown in FIG. FIG. 8 is a collinear diagram showing the rotation state of the differential section 11 and corresponds to FIG. While the vehicle is running, for example, as indicated by the solid line F1, the rotational speed of the differential section carrier CA0 suddenly decreases while the rotational elements of the differential section 11 are rotating, and the vehicle speed. If V is constant, that is, if the rotational speed of the differential part ring gear R0 is constant, the rotational speed of the differential part sun gear S0, that is, the rotational speed of the first electric motor M1 can be increased to the negative side as shown by the broken line F2. There was sex. As a result, there is a possibility that the durability of the first electric motor M1 is lowered, the durability of the pinion gear and the bearing of the differential portion 11 is lowered, and the like. Therefore, in this embodiment, control for preventing the high rotation is executed. Hereinafter, the high rotation prevention control will be described.

Returning to FIG. 6, the traveling determination means 70 determines whether or not the vehicle is currently traveling. Specifically, for example, the vehicle speed V is detected based on the output shaft rotational speed N _OUT of the automatic transmission unit 20 detected by the rotational speed sensor 23, and the vehicle is determined based on whether the vehicle speed V is equal to or higher than a predetermined vehicle speed. The running state of is determined. Incidentally, it may be determined directly by the output shaft speed N _OUT. Alternatively, the rotational speed N ₁₈ of the power transmitting member 18 corresponding to the output shaft of the differential portion 11 detected by the resolver 19, it is also possible to determine the traveling state of the vehicle based on the rotational speed N _18.

  When the traveling determination unit 70 determines that the vehicle is traveling, the drive source rotation rapid decrease determination unit 72 determines whether the rotational speed NE of the engine 8 has suddenly decreased unintentionally during traveling. Determine. Specifically, for example, the rate of change of the engine rotational speed NE is detected, and when the rate of change is equal to or greater than a predetermined value, it is determined that the rotational speed of the engine 8 has been rapidly reduced. The predetermined value is experimentally obtained in advance, and is set, for example, as the rate of change of the engine speed NE when the fuel supply to the engine 8 is stopped (fuel cut) during traveling. As a result, this determination is affirmed when, for example, the engine 8 has failed (failed) during driving and the operation of the engine has stopped.

When the drive source rotates rapid drop judging means 72 is affirmative, the motor rotation speed determining means 74 detects the rotational speed of the rotational speed N _M2 the differential portion ring gear R0 of the second electric motor M2, so that the rotational speed is predetermined It is determined whether or not the rotation speed is exceeded. If the rotational speed of the differential portion ring gear R0 is relatively high, as shown in FIG. 8, when the engine rotational speed NE is suddenly reduced, the differential portion sun gear S0 is rotated to a negative side due to the differential action. Will be converted. On the other hand, when the differential part ring gear R0 is at a low rotational speed, the rotational speed of the differential part sun gear S0 falls within an allowable range even if the engine rotational speed NE is suddenly reduced. Is avoided. Thus, this control is performed when the rotational speed of the output shaft of the differential section 11, that is, the rotational speed of the second electric motor M2 is equal to or higher than a predetermined rotational speed. Here, the predetermined rotational speed of the second electric motor M2 is experimentally obtained in advance, and is set to a rotational speed at which the differential sun gear S0 (first electric motor M1) is not rotated at a high speed, for example, about 3000 to 4000 rpm. . Alternatively, the predetermined rotation speed can be set based on the allowable rotation speed of the first electric motor M1 and the gear ratio ρ0 of the differential unit 11.

  Further, the predetermined rotation speed of the second electric motor M2 may be changed according to, for example, the temperature of the hydraulic oil of the transmission mechanism 10. Specifically, for example, when the oil temperature is low, the viscosity of the hydraulic oil increases, and the responsiveness of the engaging devices such as the switching clutch C0 and the switching brake B0 is lowered. In such a case, by setting the predetermined rotation speed of the second electric motor M2 to be low, this control is executed quickly, so that it is possible to eliminate the influence of responsiveness deterioration.

  The motor control impossibility determination means 76 determines whether the high rotation prevention control by the first electric motor M1 is impossible. For example, when the power supply to the first electric motor M1 is interrupted due to some failure, when the output of the first electric motor M1 is limited due to the restriction of the power storage device 60, or the decrease speed of the engine rotation speed NE is equal to or higher than a predetermined value. In some cases, it is determined that high rotation prevention control of the first electric motor M1 is impossible, and this determination is affirmed. When the motor control impossibility determining means 76 is denied, that is, when the high rotation prevention control by the first electric motor M1 is possible, the high rotation prevention control by the first electric motor M1 is executed.

  If any of the in-travel determination means 70, the drive source rotation rapid decrease determination means 72, the motor rotation speed determination means 74, and the motor control impossibility determination means 76 is affirmed, the high rotation prevention differential limiting means 78 is executed. The The high rotation prevention differential limiting means 78 is configured to switch the switching clutch C0 or the switching brake when the rotation speed of the differential section carrier CA0 of the differential section 11, that is, the engine rotation speed NE is suddenly lowered in the stop direction while the vehicle is running. B0 is actuated (engaged) to limit the differential of the differential portion 11.

  For example, when the switching brake B0 is actuated, the rotational speeds of the differential sun gear S0 and the first electric motor M1 approach zero, so that the differential sun gear S0 and the first electric motor M1 are prevented from increasing in the negative direction. Is done. A one-dot chain line F3 shown in FIG. 8 indicates a rotation state when the switching brake B0 is engaged. As shown in FIG. 8, since the rotational speeds of the differential sun gear S0 and the first electric motor M1 become zero due to the engagement of the switching brake B0, the differential sun gear S0 and the first electric motor M1 increase toward the negative side. Rotation is prevented. Here, when the transmission of power between the differential unit 11 and the automatic transmission unit is interrupted simultaneously with the rapid decrease in the engine rotational speed NE, a further increase in the differential unit sun gear S0 is prevented. Specifically, by disengaging the first clutch C1 and the second clutch C2, the transmission member 18 that functions as the output shaft of the differential unit 11 is disconnected from the automatic transmission unit 20. In this way, the differential part 11 is disconnected from the inertia of the vehicle and the differential part 11 can freely rotate, so that the high-speed rotation of the differential part sun gear S0 of the differential part 11 is further effectively prevented. The

When the switching clutch C0 is operated, the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0 are integrally rotated, so that the rotational speed of the differential part sun gear S0 is the engine rotational speed NE and the rotational speed _{N 18} of the transmitting member 18 becomes the same rotational speed. As a result, high rotation of the differential sun gear S0 and the first electric motor M1 toward the negative side is prevented. Similarly to the switching brake B0, the differential portion 11 is disconnected from the inertia of the vehicle by releasing the first clutch C1 and the second clutch C2 simultaneously with the sudden decrease in the engine rotational speed NE. Therefore, it is possible to more effectively prevent the differential part sun gear S0 of the differential part 11 from rotating at a high speed.

  Here, the high rotation prevention differential limiting means 78 selectively activates the switching clutch C0 or the switching brake B0. Which one is activated depends on the first motor M1 before and after the differential limitation of the differential section 11. The smaller differential rotation is selected. Specifically, a difference value between the current rotation speed of the first electric motor M1 and the rotation speed of the first electric motor M1 expected after differential limitation of the switching clutch C0 and the switching brake B0 is calculated, and the difference value is calculated. The smaller one is selected.

  FIG. 9 shows that the main part of the control operation of the electronic control unit 40, that is, when the engine rotational speed NE is lowered in the stop direction while the vehicle is running, prevents the differential part sun gear S0 (first electric motor M1) from rotating at a high speed. For example, the control operation is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds. FIG. 10 is an example of the control operation shown in the flowchart of FIG. 9, and the switching brake B0 (or the switching clutch C0) is operated when the engine speed NE is lowered in the stop direction while the vehicle is running. It is a time chart explaining the control action | operation which prevents high rotation by FIG.

  In FIG. 9, first, in step SA1 (hereinafter, step is omitted) corresponding to the traveling determination means 70, it is determined whether or not the vehicle is currently traveling. If SA1 is negative, other controls are executed in SA6. If SA1 is affirmed, it is determined in SA2 corresponding to the drive source rotation rapid decrease determination means 72 whether or not the rotational speed NE of the engine 8 has suddenly decreased during traveling. If SA2 is negative, other controls such as normal shift control are executed in SA6. If SA2 is affirmed, it is determined in SA3 corresponding to the motor rotation speed determination means 74 whether or not the rotation speed of the second electric motor M2, that is, the rotation speed of the differential ring gear R0 is equal to or higher than a predetermined rotation speed. If SA3 is negative, it is determined that the rotation speed of the first electric motor M1 is not increased, and other controls are executed in SA6. When SA3 is affirmed, it is determined in SA4 corresponding to the motor control impossibility determination means 76 whether or not the high rotation prevention control of the differential portion sun gear S0 by the first motor M1 is impossible. If SA4 is negative, it is determined that the high rotation prevention control by the first electric motor M1 can be performed, and the high rotation prevention control by the first electric motor M1 is performed in SA6. When all of SA1 to SA4 are affirmed, the differential of the differential unit 11 is limited by operating the switching clutch C0 or the switching brake B0 in SA5 corresponding to the high rotation prevention differential limiting means 78, The high speed of the differential sun gear S0 is prevented. At this time, releasing the first clutch C1 and the second clutch C2 further promotes prevention of the high-speed rotation of the differential portion sun gear S0.

In the time chart of FIG. 10, time t1 to time t2 correspond to SA1 to SA4. When the sudden decrease in the engine rotational speed NE is started at time t1, the rotational speed NM1 of the first electric motor _M1 is lowered to the negative rotational direction (reverse direction) accordingly. As the vehicle speed V decreases, the rotational speed NM2 of the second electric motor _M2 is also gradually reduced. In addition, the time t2 to the time t4 correspond to SA5. The solid line indicates the rotational speed N _M1 of the first electric motor M1 when the switching brake B0 is activated. As the engagement pressure of the switching brake B0 increases at time t2, the rotation speed N _M1 of the first electric motor M1 approaches zero rotation. In addition, with the engagement of the switching brake B0, the decreasing speed of the engine rotation speed NE is also reduced. For reference, the switching clutch C0 is shown in dashed line the state of the rotating speed N _M1 of the first electric motor M1 when it is actuated. As the engagement pressure of the switching clutch C0 rises at time t2, the rotational elements of the differential unit 11 are integrally rotated, so that the rotational speed NM1 of the first electric motor _M1 is the same as that of the engine 8 and the second electric motor M2. The rotation speed is increased to. Then, the rotational speed N _M1 of the first electric motor M1 with to the engine rotational speed NE and the second electric motor M2 is rotated zero also becomes likewise zero rotation. Note that the differential unit 11 may be disconnected from the inertia of the vehicle by releasing the first clutch C1 and the second clutch C2 of the automatic transmission unit 20 at time t2. Thereby, high rotation of the differential part sun gear S0 of the differential part 11 is prevented more promptly.

In the time chart of FIG. 10, the switching brake B0 is normally selected. In the time chart of FIG. 10, the rotational speed N _M1 is switching brake B0 of the first electric motor M1 after differential limiting, since a switching clutch C0 are both zero, the difference values before and after differential limiting is the same, As shown in FIG. 10, when the switching clutch C0 is operated, the fluctuation value of the rotational speed of the first electric motor M1 is larger than that when the switching brake B0 is operated. Thus, the one with the smaller fluctuation value or difference value before and after differential limiting of the first electric motor M1 is selected. Thereby, since the fluctuation | variation of the rotational speed of the 1st electric motor M1 becomes small, while responsiveness improves, durability of the differential part 11 and the 1st electric motor M1 will improve.

  As described above, according to the present embodiment, when the differential part carrier CA0 of the differential part 11 is lowered in the stop direction during traveling of the vehicle, the differential of the differential part 11 is caused by the switching clutch C0 or the switching brake B0. In order to provide the high rotation prevention differential limiting means 78 for limiting the rotation, even if the differential section carrier CA0 of the differential section 11 is lowered in the rotation stop direction, the differential limitation by the switching clutch C0 or the switching brake B0 is performed. Therefore, it is possible to prevent the differential sun gear S0 and the first electric motor M1 from rotating at a high speed.

  Further, according to the present embodiment, the differential limiting mechanism includes at least one of the switching clutch C0 that directly connects at least two rotation elements of the differential mechanism and the switching brake B0 that fixes the rotation speed of the first electric motor M1. Even if the differential part carrier CA0 of the differential part 11 is lowered in the rotation stop direction, the rotating element of the differential part 11 is integrally rotated by engaging the switching clutch C0. High rotation is prevented. Further, even when the differential part carrier CA0 of the differential part 11 is lowered in the rotation stop direction, the differential part sun gear S0 to which the first electric motor M1 is connected is fixed and engaged by engaging the switching brake B0. High rotation of the moving part sun gear S0 and the first electric motor M1 is prevented.

  Further, according to the present embodiment, the high rotation prevention differential limiting means 78 selects one of the switching clutch C0 and the switching brake B0 that has a smaller differential rotation of the first motor M1 before and after the differential limitation. Therefore, since the change in the rotation speed of the electric motor becomes small, the responsiveness of the high rotation prevention differential limiting means 78 is improved and the durability of the first electric motor M1 is improved.

  Further, according to the present embodiment, the power transmission path between the differential unit 11 and the drive wheel 38 is provided with the first clutch C1 and the second clutch C2 that can selectively cut off the power transmission. When the differential unit 11 limits the differential, the first clutch C1 and the second clutch C2 are released and the power transmission is interrupted. In this way, since rotation is not input from the automatic transmission unit 20 side to the differential unit 11 side, the differential unit ring gear R0 of the differential unit 11 is idled, so that the differential unit sun gear S0 and the first electric motor Prevention of high rotation of M1 is executed more promptly.

Further, according to the present embodiment, the high rotation prevention differential limiting means 78 is performed when the output shaft rotation speed of the differential section 11, that is, the rotation speed NM2 of the second electric motor _M2 is equal to or higher than a predetermined rotation speed. Therefore, if the rotation speed NM2 of the second electric motor _M2 is less than the predetermined rotation speed, this control is not performed. Here, when the rotational speed NM2 of the second electric motor _M2 is less than the predetermined rotational speed, the rotational element of the differential unit sun gear S0 and the first electric motor M1 is not increased even if this control is not performed. The control load due to the implementation is reduced.

  Further, according to the present embodiment, the differential part sun gear S0 of the differential part 11 and the rotation of the first electric motor M1 are reduced as the differential part carrier CA0 of the differential part 11, that is, the rotational speed NE of the engine 8 is reduced. Although the speed is increased in the negative direction, the high rotation can be prevented by executing the high rotation preventing differential limiting means 78.

  Further, according to the present embodiment, the differential unit 11 is an electrical continuously variable transmission unit configured by the differential unit planetary gear device 24, the first electric motor M1, and the second electric motor M2. In this way, by controlling the first electric motor M1 and the second electric motor M2, the rotation of the rotating element of the differential unit 11 can be controlled, so that the gear ratio of the differential unit 11 is continuously changed. And a wide gear ratio can be obtained.

  Further, according to the present embodiment, the predetermined rotational speed of the second electric motor M2, which is a determination condition for implementing the high rotation prevention differential limiting means 78, is variable according to the oil temperature of the hydraulic oil. In this way, for example, when the oil temperature is lowered, the responsiveness of the switching clutch C0 and the switching brake B0 that are actuated by hydraulic pressure is lowered, so the predetermined rotational speed of the second electric motor M2 is set low. As a result, the high rotation prevention differential limiting means 78 is promptly executed when the oil temperature is low, so that it is possible to eliminate the influence of a decrease in responsiveness.

  In addition, according to the present embodiment, the engagement device is an engagement device including the first clutch C1 that establishes the gear position of the automatic transmission unit 20, and therefore, between the differential unit 11 and the automatic transmission unit 20. Thus, it is not necessary to separately provide an engaging device for interrupting power transmission, and an increase in the number of parts can be suppressed.

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

  Further, in the above-described embodiment, the differential limitation by the high rotation prevention differential limiting means 78 is performed in order to prevent the differential unit sun gear S0 of the differential unit 11 and the first motor M1 from increasing in speed. Instead of this, by changing the gear ratio of the automatic transmission unit 20 to a suitable gear ratio, it is possible to prevent the differential unit sun gear S0 and the first electric motor M1 from rotating at a high speed.

  FIG. 11 is a functional block diagram for explaining the main part of the control function by the electronic control unit 40, and corresponds to FIG. When FIG. 11 is compared with the block diagram of FIG. 6, only the high rotation prevention differential limiting means 78 is replaced with the high rotation prevention transmission means 80, and thus other description is omitted.

The high-rotation prevention transmission unit 80 controls the automatic transmission unit 20 to a suitable gear ratio when the rotational speed of the differential part carrier CA0, that is, the engine 8 is suddenly lowered in the stop direction during traveling of the vehicle. Is for upshifting the automatic transmission 20. When the automatic transmission unit 20 is upshifted, the rotational speed on the input side of the automatic transmission unit 20 is reduced if the vehicle speed V is constant. Since the rotational speed of the transmission member 18 and the differential part ring gear R0 is reduced by the reduction of the rotational speed, the rotational speeds of the differential part sun gear S0 and the first electric motor M1 are reversed by the differential action of the differential part 11. Since it is pulled up, high rotation of the differential part sun gear S0 and the first electric motor M1 is prevented. A two-dot chain line F4 in FIG. 8 shows the rotation state of the differential portion 11 when the high rotation prevention transmission means 80 is executed. As shown in FIG. 8, the rotational speed of the differential ring gear R0 is lowered by the upshift of the automatic transmission unit 20, and the differential unit sun gear S0 and the rotational speed of the first electric motor M1 are reduced by the differential action of the differential unit 11. Since it is pulled up, high rotation is prevented. In this embodiment, the release of the first clutch C1 and the second clutch C2 is prohibited. Further, the gear position of the automatic transmission portion 20 is set based on the vehicle speed V that is, the output shaft rotation speed N _OUT, so that the rotation speed N _M2 of the differential portion ring gear R0 i.e. the second electric motor M2 is equal to or lower than a predetermined rotational speed Set to Specifically, the predetermined rotational speed is set to such an extent that the rotational speed of the differential unit sun gear S0, that is, the first electric motor M1, is not increased to the negative side, and the automatic transmission unit 20 is set to be equal to or lower than the rotational speed. The gear stage is set. Further, if the vehicle is driven by electric traveling by the second electric motor M2 even when the engine 8 is stopped, the second electric motor M2 does not cause the differential unit sun gear S0 and the first electric motor M1 to be rotated at high speed by the electric traveling. The gear stage of the automatic transmission unit 20 is set so that the rotation speed is as follows.

  FIG. 12 shows a main part of the control operation of the electronic control unit 40, that is, to prevent the differential part sun gear S0 and the first electric motor M1 from rotating at a high speed when the engine rotational speed NE is lowered in the stop direction during traveling of the vehicle. FIG. 5 is another flowchart for explaining the control operation of FIG. 2, and is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds. FIG. 13 is an example of the control operation shown in the flowchart of FIG. 12. When the engine speed NE is lowered in the running direction during traveling, the automatic transmission unit 20 is upshifted to increase the rotation speed. It is a time chart explaining the control action to prevent.

  In FIG. 12, steps SA1 to SA4 and SA6 are the same as those in the above-described embodiment, and thus the description thereof is omitted. If any of SA1 to SA4 is affirmed, an upshift of the automatic transmission unit 20 is executed in SB5 corresponding to the high rotation prevention transmission means 80. As a result, the rotational speed of the automatic transmission unit 20 on the input shaft side is reduced, so that the rotational speeds of the differential portion ring gear R0 and the second electric motor M2 are reduced via the transmission member 18. And since the rotational speed of the differential part sun gear S0 is raised by the differential action of the differential part 11, the high rotation to the negative side of the differential part sun gear S0 is prevented.

  Step SB5 corresponds to time t2 to time t5 in the time chart of FIG. At time t2, when the shift to the upshift side of the automatic transmission unit 20 is started, the rotational speed of the second electric motor M2 is gradually reduced accordingly. Accordingly, the rotation speed of the first electric motor M1 is increased from time t2 to time t3. At time t3, since the upshift of the automatic transmission unit 20 is completed, the rotational speed of the second electric motor M2 is reduced again as the second motor M2 decreases gradually. Further, since the engine rotational speed NE has become zero at time t4, the rotational speed of the first electric motor M1 is increased to zero. In this way, since the rotation speed of the second electric motor M2 (differential portion ring gear R0) is reduced by executing the upshift of the automatic transmission portion 20, the differential portion sun gear is caused by the differential action of the differential portion 11. Since the rotation speed of S0 is increased, the rotation speed of the differential part sun gear S0 and the first electric motor M1 to the negative side is prevented from increasing.

  As described above, according to the present embodiment, when the differential part carrier CA0 of the electric differential part 11 is lowered in the stop direction during traveling of the vehicle, the automatic transmission part 20 is controlled to a suitable gear ratio. Specifically, since the high-rotation prevention transmission means 80 for upshifting the automatic transmission unit 20 is provided, the automatic transmission unit 20 is upshifted even if the differential unit carrier CA0 of the differential unit 11 is lowered in the rotation stop direction. Thus, the rotational speed of the differential part ring gear R0 of the differential part 11 connected to the automatic transmission part 20 is reduced. As a result, the differential action of the differential part 11 increases the rotational speeds of the differential part sun gear S0 and the first electric motor M1, and high rotation is preferably prevented.

Further, according to the present embodiment, the high rotation prevention transmission means 80 is implemented when the output shaft rotation speed of the differential section 11, that is, the rotation speed NM2 of the second electric motor _M2 is equal to or higher than the predetermined rotation speed. If the rotational speed NM2 of the electric motor _M2 is less than the predetermined rotational speed, this control is not performed. Here, when the rotational speed NM2 of the second electric motor _M2 is less than the predetermined rotational speed, the differential unit sun gear S0 and the first electric motor M1 are not increased at high speed without performing the present control. The control load due to is reduced. In the present embodiment, the predetermined rotation speed can be changed according to the oil temperature.

  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, either the high rotation prevention differential limiting means 78 or the high rotation prevention transmission limiting means 80 is implemented, but the high rotation prevention differential limiting means 78 and the high rotation prevention are implemented. The speed change means 80 may be combined and implemented.

  In the above-described embodiment, the switching clutch C0 and the switching brake B0 are provided as the differential limiting mechanism. However, both are not necessarily required, and either the switching clutch C0 or the switching brake B0 is provided. Even if it exists, this invention is applicable.

  In the above-described embodiment, the first clutch C1 and the second clutch C2 are released to interrupt the power transmission when the high rotation prevention differential limiting means 78 is implemented. The effect of the present invention can be obtained even in a power transmission state.

  In the above-described embodiment, when the rotation speed of the second electric motor M2 is 3000 rpm to 4000 rpm, the high rotation prevention differential limiting unit 78 or the high rotation prevention transmission unit 80 is implemented, but this numerical value is an example. Thus, the speed is appropriately changed according to the performance of the electric motor, the gear ratio of the differential portion 11, and the like.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18, but the connecting position of the second electric motor M2 is not limited thereto, and the power between the differential unit 11 and the drive wheels 34 is not limited thereto. The transmission path may be connected directly or indirectly through a transmission or the like.

  In the power distribution mechanism 16 of the above-described embodiment, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 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 the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It can be connected to either of these.

  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 electric motor M1 and the second electric motor M2 are disposed concentrically with the input shaft 14, the first electric motor M1 is connected to the differential sun gear S0, and the second electric motor M2 is connected to the transmission member 18. The first motor M1 is operatively connected to the differential unit sun gear S0 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is not necessarily arranged as such. It may be connected to the transmission member 18.

  In the above-described embodiment, the hydraulic friction engagement device such as the first clutch C1 and the second clutch C2 is a magnetic type such as a powder (magnetic powder) clutch, an electromagnetic clutch, an engagement type dog clutch, an electromagnetic type, You may be comprised from the mechanical engagement apparatus. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 42 is constituted by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, instead of a valve device that switches an oil passage.

  In the above-described embodiment, the automatic transmission unit 20 is 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 is concentric on the counter shaft. In addition, the automatic transmission unit 20 may be arranged. In this case, the differential unit 11 and the automatic transmission unit 20 are coupled so as to be able to transmit power, for example, as a transmission member 18 via a pair of transmission members including a counter gear pair, a sprocket and a chain.

  Further, the power distribution mechanism 16 as the differential mechanism of the above-described embodiment includes, for example, a pinion that is rotationally driven by an engine and a pair of bevel gears that mesh with the pinion, the first electric motor M1 and the transmission member 18 (second electric motor M2). ) May be a differential gear device that is operatively coupled to.

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and has three or more stages in the non-differential state (constant speed change state). It may function as a transmission. The planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device. Further, even when the planetary gear device is composed of two or more planetary gear devices, the engine 8, the first and second electric motors M1, M2, and the transmission member 18 can transmit power to the rotating elements of the planetary gear devices. It may be configured such that the stepped speed change and the stepless speed change are switched by the control of the clutch C and the brake B that are connected and further connected to each rotating element of the planetary gear device.

  In the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 and the differential unit 11 are not necessarily connected directly, and are connected via a clutch between the engine 8 and the differential unit 11. May be.

  In the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the present invention is not limited to such a configuration, and the transmission mechanism 10 as a whole has an electrical difference. The present invention is applicable and mechanically independent as long as the structure includes a function for performing a movement and a function for performing a shift on a principle different from that based on an electric differential as a whole of the transmission mechanism 10. There is no need. Moreover, these arrangement positions and arrangement orders are not particularly limited, and can be arranged freely. In addition, if the speed change mechanism has a function of performing an electric differential and a function of performing a speed change, the present invention is applied even if the configurations partially overlap or are all common. be able to.

  In the above-described embodiment, the automatic transmission unit 20 is a stepped transmission that allows four speeds. However, the speed of the automatic transmission 20 is not limited to four, for example, five speeds. It can be changed freely. The connection relationship of the automatic transmission unit 20 is not particularly limited to the present embodiment, and can be freely changed.

  In the above-described embodiment, the switching clutch C0 selectively connects the differential sun gear S0 and the differential carrier CA0. However, the switching clutch C0 is not limited to this. For example, Any structure in which two rotating elements of the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0 are selectively connected, such as between the differential part sun gear S0 and the differential part ring gear R0. The present invention can be applied.

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

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 combinations of operations of hydraulic friction engagement elements 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 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 functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a figure which shows an example of the shift map used in the shift control of a drive device, and an example of the drive force source map used in the drive force source switching control which switches engine driving | running | working and motor driving | running | working, Comprising: is there. FIG. 4 is a collinear diagram showing a rotation state of the differential section, corresponding to FIG. 3. Flowchart for explaining the control operation of the electronic control device, that is, the control operation for preventing the differential portion sun gear (first electric motor) from rotating at a high speed when the engine speed is lowered in the stop direction while the vehicle is running. It is. FIG. 9 is an example of the control operation shown in the flowchart of FIG. 9, and is a control operation that prevents high rotation by operating a switching brake (or switching clutch) when the engine rotation speed is lowered in the stop direction during vehicle travel. It is a time chart explaining. It is another functional block diagram explaining the principal part of the control function by an electronic control apparatus, Comprising: It corresponds to FIG. Other than explaining the main part of the control operation of the electronic control unit, that is, the control operation for preventing the differential part sun gear (first electric motor) from rotating at a high speed when the engine rotational speed is lowered in the stopping direction while the vehicle is running. And corresponds to FIG. FIG. 13 is an example of the control operation shown in the flowchart of FIG. 12, and is a time for explaining the control operation for preventing high rotation by upshifting the automatic transmission unit when the engine speed is reduced in the stop direction during traveling. It is a chart.

Explanation of symbols

  8: Engine (drive source) 10: Transmission mechanism (power transmission device) 11: Differential unit (electrical differential unit) 14: Input shaft (input shaft of electrical differential unit) 16: Power distribution mechanism (differential) Mechanism) 18: Transmission member (output shaft of electric differential unit) 20: Automatic transmission unit (transmission unit) 38: Drive wheel 78: High rotation prevention differential limiting unit 80: High rotation prevention transmission unit B0: Switching Brake (differential limiting mechanism, second engaging device) C0: switching clutch (differential limiting mechanism, first engaging device) C1: first clutch (engaging device) C2: second clutch (engaging device) M1 : First electric motor (electric motor) M2: (electric motor)

Claims (9)

An electric difference in which the differential state between the input shaft rotational speed and the output shaft rotational speed connected to the drive source is controlled by controlling the operating state of the motor operatively connected to the rotating element of the differential mechanism A control device for a vehicle power transmission device comprising: a moving portion; and a differential limiting mechanism that limits a differential state of the electric differential portion,
High-rotation preventing differential limiting means for limiting the differential of the electric differential unit by the differential limiting mechanism when a predetermined rotating element of the electric differential unit is lowered in the stop direction during traveling of the vehicle; A control device for a vehicle power transmission device.   2. The differential limiting mechanism includes at least one of a first engagement device that directly connects at least two rotation elements of the differential mechanism and a second engagement device that fixes rotation of the electric motor. Control device for vehicle power transmission device.   The high-rotation prevention differential limiting means selects one of the first engagement device and the second engagement device that has a smaller differential rotation of the rotation speed of the electric motor before and after differential limitation. Item 3. A control device for a vehicle power transmission device according to Item 2.   An engagement device capable of selectively interrupting power transmission is provided between the power transmission path between the electric differential portion and the drive wheel, and at the time of differential limitation of the electric differential portion, 4. The control device for a vehicle power transmission device according to claim 1, wherein the engagement device is released to interrupt power transmission.   5. The vehicle power according to claim 1, wherein the high rotation prevention differential limiting means is implemented when an output shaft rotation speed of the electric differential section is equal to or higher than a predetermined rotation speed. Control device for transmission device. An electric difference in which the differential state between the input shaft rotational speed and the output shaft rotational speed connected to the drive source is controlled by controlling the operating state of the motor operatively connected to the rotating element of the differential mechanism A control device for a vehicle power transmission device comprising: a moving portion; and a transmission portion that constitutes a part of a power transmission path to the electric differential portion and driving wheels,
Vehicle power comprising: a high rotation prevention speed change means for controlling the speed change portion to an appropriate gear ratio when a predetermined rotation element of the electric differential portion is lowered in a stop direction during traveling of the vehicle. Control device for transmission device.   7. The control device for a vehicle power transmission device according to claim 6, wherein the appropriate gear ratio is a gear ratio corresponding to a shift stage on the upshift side.   The control device for a vehicle power transmission device according to claim 6 or 7, wherein the high rotation prevention transmission means is implemented when an output shaft rotational speed of the electric differential section is equal to or higher than a predetermined rotational speed.   9. The vehicle according to claim 1, wherein the predetermined rotating element of the electric differential section is lowered in the stop direction when the rotational speed of the drive source is lowered. Control device for power transmission device.

Images