JP2009280176A - Controller for vehicular power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller preventing increase of a rotation speed of a first electric motor connected to a differential part when an engine stops, in a vehicular power transmission device having the differential part. <P>SOLUTION: When it is decided by a traveling state decision means 90 that a traveling state of a vehicle is in the middle of an engine travel and when it is decided by an engine speed decision means 92 that the engine 8 stops, or that an engine speed N<SB>E</SB>thereof is reduced to a stop direction, a rotation speed increase suppression means 100 executes rotation speed increase suppression control to control a third electric motor M3 such that an absolute value of a first electric motor rotation speed N<SB>M1</SB>does not exceed a preset rotation speed allowable value XN<SB>M1</SB>. The increase of the rotation speed of the first electric motor M1 caused by the engine speed Ne reduction and increase of rotation speed rotation elements such as a differential part sun gear S0, and a differential part planetary gear P0, rotating interlockingly therewith, are prevented thereby to suppress durability reduction thereof. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technique for maintaining the durability of a vehicle power transmission device including a differential mechanism capable of operating a differential action.

Conventionally, a first transmission unit that is a differential unit that is connected to an engine (power source) and whose differential state is controlled by a differential motor, and a part of a power transmission path from the first transmission unit to the drive wheels There is known a vehicular power transmission device that includes a second transmission unit that is an automatic transmission unit that constitutes the above. Such a vehicle power transmission device is preferably used in a hybrid vehicle, for example, the vehicle power transmission device shown in FIG. In the control device for a vehicle power transmission device, when one of the first transmission unit and the second transmission unit is in a normal operation disabled state, that is, a fail state, the transmission ratio of the entire vehicle power transmission device is The transmission ratio of the other normally operable transmission unit is changed so as to suppress the fluctuation of the other. Alternatively, in the above case, the other normally operable speed change unit is set to a neutral state in which the power transmission path is blocked.
JP 2006-46487 A JP 2004-336983 A

  The control device for a vehicle power transmission device disclosed in Patent Document 1 reduces the influence on the vehicle running when the first transmission unit or the second transmission unit fails due to the above-described control operation. It seems that there is an effect to do. However, if the engine stops during traveling using the engine as a driving power source (power source) for traveling, the engine is stopped and the differential action of the first transmission unit, which is the differential unit. Therefore, there is a possibility that the differential motor is rotated at a high speed and the durability of the differential motor is lowered. Moreover, the said patent document 1 did not show the solution when the said engine stopped. Such a problem is not yet known.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle power transmission device including a differential unit that can operate a differential action connected to a power source such as an engine. Therefore, it is an object of the present invention to provide a control device that prevents the rotation member of the vehicle power transmission device from rotating at a high speed when the power source is stopped.

  In order to achieve this object, the invention according to claim 1 is capable of transmitting power between (a) a power source coupled motor coupled to a power source, the power source, the power source coupled motor, and a drive wheel. A power transmission device for a vehicle having a differential mechanism coupled to the electric differential unit, wherein the differential state of the differential mechanism is controlled by controlling the operation state of the differential motor (B) When the power source is stopped or its rotational speed decreases in the stop direction while the vehicle is running, the absolute value of the rotational speed of the differential motor is a preset rotation. A high rotation suppression means for executing a high rotation suppression control for controlling the power source coupled motor so as not to exceed a speed allowable value is included.

  According to a second aspect of the present invention, (a) an engagement device capable of selectively interrupting power transmission is provided in a part of a power transmission path between the differential mechanism and the drive wheel, and (b) When the high rotation suppression unit executes the high rotation suppression control, the high rotation suppression unit includes an engagement control unit that puts the engagement device into a released state or a slip state.

  In the invention according to claim 3, the engagement control means releases the engagement device when the output of the power source coupled motor is limited to a preset power source coupled motor output determination value or It is characterized by a slip state.

  According to a fourth aspect of the present invention, (a) an automatic transmission portion is provided in a part of a power transmission path between the differential mechanism and the drive wheel, and (b) the high rotation suppression means is the high transmission portion. When the rotation suppression control is executed, a shift control means for performing an upshift of the automatic transmission unit is included.

  In the invention according to claim 5, the shift control means upshifts the automatic transmission unit when the output of the power source coupled motor is limited to a preset power source coupled motor output determination value or less. It is characterized by that.

  In the invention according to claim 6, the high rotation suppression means executes the high rotation suppression control when the output rotation speed of the electric differential section is equal to or higher than a predetermined control execution determination value. It is characterized by that.

  In the invention according to claim 7, when the output rotational speed of the electric differential unit is equal to or higher than a control execution determination value set smaller as the temperature of the working fluid of the vehicle power transmission device is lower, The rotation suppression means executes the high rotation suppression control.

  In the invention according to claim 8, the high rotation suppression means causes the rotation speed of the power source to exceed the predetermined power source rotation speed decrease rate judgment value when the amount of decrease in the rotation speed of the power source per unit time exceeds a predetermined value. When the speed decreases, the high rotation suppression control is executed.

  In the invention according to claim 9, (a) the power storage device is provided, and (b) the power source coupled electric motor is configured to prevent a decrease in the rotational speed of the power source in the high rotation suppression control. The maximum torque allowed based on the chargeable / dischargeable power of the power storage device is output.

  In the invention according to claim 10, the high rotation suppression control is executed by feedback control that controls the power source coupled motor so that the rotational speed of the power source decreases along with a predetermined rotational speed change. It is characterized by that.

  In the invention according to claim 11, (a) a traveling motor is coupled to a power transmission path between the electric differential portion and the drive wheel, and (b) the high rotation suppression means is the difference When the output of the motor for driving is limited to a predetermined differential motor output determination value or less, or the output of the motor for driving is limited to a predetermined driving motor output determination value or less, High rotation suppression control is executed.

  According to a twelfth aspect of the present invention, the high rotation suppression means includes the differential motor in a direction in which the absolute value of the rotational speed of the differential motor decreases in conjunction with the execution of the high rotation suppression control. Torque is generated in the traveling motor.

  According to the control device for a vehicle power transmission device of the invention according to claim 1, the high rotation suppression means is configured such that when the power source is stopped or its rotational speed is reduced in the stop direction while the vehicle is running, Since the high rotation suppression control for controlling the power source coupled motor is executed so that the absolute value of the rotational speed of the differential motor does not exceed a preset rotational speed allowable value, the rotational speed of the power source is decreased. The high-speed rotation of the differential electric motor due to the above is prevented, and a decrease in durability thereof is suppressed.

  Preferably, the rotation speed allowable value is an upper limit value of the rotation speed of the differential motor for maintaining the durability of the differential motor and the rotating element that rotates in conjunction with the differential motor.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, there is provided an engagement device capable of selectively interrupting power transmission in a part of the power transmission path between the differential mechanism and the drive wheel. The engagement control means is configured to put the engagement device in a released state or a slip state when the high rotation suppression unit executes the high rotation suppression control. The differential state is not completely constrained by the vehicle speed, and the differential action of the differential mechanism is prevented from encouraging high rotation of the differential motor, and the high rotation suppression control is executed. It becomes easy to suppress the high rotation of the differential motor.

  According to the control device for a vehicle power transmission device of the invention according to claim 3, the engagement control means limits the output of the power source coupled motor to a predetermined power source coupled motor output determination value or less. In this case, the engagement device is set in a release state or a slip state. Therefore, when the necessity is high, the engagement device is set in a release state or a slip state, and when the high-speed rotation of the differential motor is prevented. The control load can be reduced.

  Here, preferably, the power source coupled motor output judgment value is used to prevent the differential motor from being rotated at high speed only by executing the high rotation suppression control by the power source coupled motor whose output is limited to the value below. This is a determination value that is determined to be impossible, and is a value that is less than the rated output of the power source coupled motor.

  According to the control device for a vehicle power transmission device of the invention according to claim 4, an automatic transmission portion is provided in a part of the power transmission path between the differential mechanism and the drive wheel, and the shift control means When the high rotation suppression means executes the high rotation suppression control, the automatic transmission unit performs an upshift, and the upshift reduces the output rotation speed of the differential mechanism. The high rotation of the differential motor due to the differential action of the differential mechanism is suppressed, and the high rotation of the differential motor can be easily suppressed by executing the high rotation suppression control.

  According to the control device for a vehicle power transmission device of the invention according to claim 5, the shift control means is configured such that the output of the power source coupled motor is limited to a preset power source coupled motor output determination value or less. In addition, since the automatic transmission unit is upshifted, the upshift is performed when the necessity is high, and the control load when the high-speed rotation of the differential motor is prevented can be reduced.

  According to the control device for a vehicle power transmission device of the invention according to claim 6, when the high rotation suppression means has an output rotation speed of the electric differential unit equal to or higher than a predetermined control execution determination value. In addition, since the high rotation suppression control is executed, the high rotation suppression control is particularly performed when the durability of the differential motor may be reduced due to the high rotation or when the possibility is high. As a result, the control load can be reduced and the high-speed rotation of the differential motor can be effectively prevented.

  Preferably, the control execution determination value is an output rotation of the electric differential unit for determining to execute the high rotation suppression control for maintaining the durability of the differential motor. This is a judgment value for speed.

  In general, control devices such as an engagement device and an automatic transmission unit tend to be less responsive to a control signal as the temperature of the working fluid used for the operation is lower. In this regard, according to the control device for a vehicle power transmission device of the invention according to claim 7, the output rotation speed of the electric differential unit is set to be smaller as the temperature of the working fluid of the vehicle power transmission device is lower. When the control execution determination value is equal to or higher than the control execution determination value, the high rotation suppression means executes the high rotation suppression control, so that the engagement device and the automatic transmission are appropriately adjusted according to a change in responsiveness to the control signal. The section operates to prevent the differential motor from rotating at a high speed.

  If the change in the rotational speed of the power source is moderate, the differential motor can prevent high rotation by its output torque. According to the control device for a vehicle power transmission device of the invention according to claim 8, When the rotation speed of the power source decreases when the reduction amount per unit time of the rotation speed of the power source exceeds a predetermined power source rotation speed decrease rate determination value, the high rotation suppression means Since the high rotation suppression control is executed, the high rotation suppression control is executed particularly when there is a possibility that the durability of the differential motor may decrease due to high rotation or when the possibility is high. As a result, the control load can be reduced and the high-speed rotation of the differential motor can be effectively prevented.

  Here, preferably, the power source rotational speed reduction rate determination value is determined that the durability of the differential motor may be reduced due to the high rotation speed unless the high rotation suppression control is executed. This is a determination value for determining that the rotational speed of the power source is reduced.

  According to the control device for a vehicle power transmission device of the invention according to claim 9, the power source coupled motor is configured so that the power storage device is arranged in a direction to prevent a decrease in rotational speed of the power source in the high rotation suppression control. Since the maximum allowable torque is output based on the chargeable / dischargeable power, the high speed rotation of the differential motor is prevented to the maximum.

  According to the control device for a vehicle power transmission device of the invention according to claim 10, the high rotation suppression control is performed so that the rotational speed of the power source decreases along with a predetermined rotational speed change. Since it is executed by feedback control for controlling the source coupled motor, it is possible to suppress a decrease in comfort due to a decrease in the rotational speed of the power source.

  According to the control device for a vehicle power transmission device of the invention according to claim 11, (a) a traveling motor is connected to the power transmission path between the electric differential portion and the drive wheel; ) The high rotation suppression means is configured such that the output of the differential motor is limited to a predetermined differential motor output determination value or less, or the output of the travel motor is a predetermined travel motor output. The high rotation suppression control is executed when the rotation speed is limited to a determination value or less. Therefore, when there is a possibility that the high rotation of the differential motor cannot be prevented only by the outputs of the differential motor and the traveling motor, the high rotation suppression control is executed, and the differential motor is increased. It is possible to reduce the control load when preventing rotation.

  Preferably, the differential motor output determination value and the traveling motor output determination value may not be able to prevent the differential motor from being rotated at a high speed only by the differential motor and the traveling motor. This is a determination value for determining whether or not.

  According to the control device for a vehicle power transmission device of the twelfth aspect of the invention, the high rotation suppression means is configured to execute the high rotation suppression control, and at the same time, the absolute value of the rotational speed of the differential motor. Torque is generated in the differential motor and the traveling motor in a direction in which the motor becomes smaller, so that it is more sufficient than the case where the high speed of the differential motor is prevented only by the power source coupled motor. In addition, the high speed of the differential motor can be prevented.

  Preferably, the differential mechanism includes a first element coupled to the power source and the power source coupled motor, a second element coupled to the differential motor, and the engagement device or the automatic transmission. And a planetary gear device having three rotating elements connected to the traveling motor, wherein the first element is a carrier of the planetary gear device, and the second element is the planetary gear device. The third element is a ring gear of the planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one planetary gear device.

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

  Preferably, the electric differential section operates as an electric continuously variable transmission by controlling an operation state of the differential motor. In this case, it is possible to smoothly change the driving torque output from the electric differential section. The electric differential section may be operated as a stepped transmission by changing the gear ratio stepwise in addition to continuously changing the gear ratio to operate as an electric continuously variable transmission. Is possible.

  Preferably, in the power transmission path between the power source and the drive wheel, the power source, the electric differential unit, the automatic transmission unit, and the drive wheel are connected in this order.

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

  FIG. 1 is a skeleton diagram illustrating a hybrid vehicle power transmission device 10 (hereinafter referred to as “power transmission device 10”) to which a control device of the present invention is applied. In FIG. 1, a power transmission device 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotation member attached to a vehicle body, A differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), the differential unit 11 and a drive wheel 34 (see FIG. 6), an automatic transmission unit 20 as a power transmission unit connected in series via a transmission member (transmission shaft) 18 in the power transmission path between the motor and the output rotation connected to the automatic transmission unit 20 An output shaft 22 as a member is provided in series. The power transmission device 10 is preferably used for, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source (power source) for traveling connected to the engine 8, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine and a pair of driving wheels 34 are provided, and the power from the engine 8 is powered. A differential gear device (final reduction gear) 32 (see FIG. 6) and a pair of axles that constitute a part of the transmission path are sequentially transmitted to the pair of drive wheels 34. The engine 8 corresponds to the power source of the present invention.

  Thus, in the power transmission device 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 power transmission device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG. The same applies to each of the following embodiments.

  The differential unit 11 corresponding to the electric differential unit of the present invention is input to the input shaft 14 and the first motor M1 functioning as a differential motor for controlling the differential state of the power distribution mechanism 16. 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, and the transmission member 18 integrally. A second electric motor M2 that is operatively connected to rotate, and a third electric motor M3 that is an engine-connected electric motor (power source-connected electric motor) connected to an engine (power source) 8 via an input shaft 14; ing. The first electric motor M1, the second electric motor M2, and the third electric motor M3 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 and the third electric motor M3 are generators for generating reaction force ( The second electric motor M2 has at least a motor (motor) function in order to function as a traveling motor that outputs a driving force for traveling.

  The power distribution mechanism 16 corresponding to the differential mechanism of the present invention is mainly composed of a single-pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, for example. 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 this power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8 and the third electric motor M3, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is transmitted. It is connected to the member 18. In the power distribution mechanism 16 configured in this way, the differential unit sun gear S0, the differential unit carrier CA0, and the differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, can be rotated relative to each other. Thus, the differential action is operable, that is, the differential state where the differential action works is set, so that the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the output of the distributed engine 8 is distributed. Are stored with electric energy generated from the first electric motor M1 and the second electric motor M2 is rotationally driven, so that the differential unit 11 (power distribution mechanism 16) functions as an electric differential device. Thus, for example, the differential section 11 is in a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission. As described above, the operating states of the first electric motor M1, the second electric motor M2, and the engine 8 connected to the power distribution mechanism 16 (differential unit 11) so as to be able to transmit power are controlled, so that the power distribution mechanism 16 The differential state, that is, the differential state between the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled.

  The automatic transmission unit 20 constitutes a part of a power transmission path from the differential unit 11 to the drive wheel 34, and includes a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, And a single-pinion type third planetary gear unit 30 and a planetary gear type multi-stage transmission that functions as a stepped automatic transmission. 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.

  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.

  In this way, the automatic transmission unit 20 and the differential unit 11 (transmission member 18) are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. It is connected. In other words, the first clutch C1 and the second clutch C2 can selectively cut off the power transmission provided in a part of the power transmission path between the power distribution mechanism 16 (differential portion 11) and the drive wheels 34. In other words, as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. It is functioning. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state where power can be transmitted, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

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

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

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

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

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

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

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

FIG. 3 shows a linear relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 10 including the differential unit 11 and the automatic transmission unit 20. A diagram 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. X1 represents a rotational speed zero, represents the rotational speed N _E of the engine 8 horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, horizontal line XG indicates the rotational speed of the power transmitting member 18.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 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 unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio 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 described above, the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism 16 (differential unit 11) has the first rotating element RE1 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8 and the third electric motor M3, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential ring gear R0) RE3 is transmitted. It is connected to the member 18 and the second electric motor M2, and is configured to transmit (input) the rotation of the input shaft 14 to the automatic 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, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and the difference indicated by the intersection of the straight line L0 and the vertical line Y3. rotational speed of the dynamic portion ring gear R0 is bound with the vehicle speed V in the case of substantially constant, the differential portion carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 by controlling the engine rotational speed N _E When the rotation speed is increased or decreased, the rotation speed of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotation speed of the first electric motor M1 is increased or decreased. In normal operation, the second motor M2 rotates only in one direction and the first motor M1 can rotate in both forward and reverse directions. Therefore, the rotation direction of the first motor M1 is the same as the rotation direction of the second motor M2. The forward rotation direction of the electric motor M1 is assumed. Therefore, the first electric motor M1 is the rotational speed N _M1 when rotating in the reverse rotation direction (the negative direction of rotation) is brought close to zero and its value increases if considering the rotational direction (positive or negative sign) Therefore, the first motor rotation speed _NM1 is increased.

The rotation of the differential portion sun gear S0 is the same speed as the engine speed N _E by controlling the rotational speed of the first electric motor M1 such speed ratio γ0 of the differential portion 11 is fixed to "1" If that, the straight line L0 is aligned with the horizontal line X2, the rotational speed, i.e., the power transmitting member 18 of the differential portion ring gear R0 at a speed equal to the engine speed N _E is rotated. Alternatively, by controlling the rotational speed of the first electric motor M1 so that the speed ratio γ0 of the differential section 11 is fixed to a value smaller than “1”, for example, about 0.7, the rotation of the differential section sun gear S0 becomes zero. Once, the transmitting member rotational speed N ₁₈ is rotated at a rotation speed higher than the engine speed N _E.

  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, when the rotation of the transmission member 18 (third rotation element RE3) that is an output rotation member in the differential unit 11 is input to the eighth rotation element RE8 by engaging the first clutch C1. 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 rotational element RE8 and the horizontal line XG and the sixth rotational element A first intersection at an oblique line L1 passing through the intersection of the vertical line Y6 indicating the rotation speed of RE6 and the horizontal line X1 and a vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22 is the first. The rotational speed of the output shaft 22 at high speed (1st) is shown. 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 (2nd) is shown, and a seventh rotation coupled to the output shaft 22 and the oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1. The rotation speed of the output shaft 22 of the third speed (3rd) is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the element RE7, and is determined by the engagement of the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 at the fourth speed (4th) is shown at the intersection of the straight line L4 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22.

FIG. 4 illustrates a signal input to the electronic control device 80 that is a control device for controlling the power transmission device 10 of the present embodiment and a signal output from the electronic control device 80. The electronic control unit 80 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8, the first and second electric motors M1, M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 80 receives signals indicating the engine water temperature TEMP _W from the sensors and switches as shown in FIG. 4, the number of operations at the shift position P _{SH of} the shift lever 52 (see FIG. 5), the “M” position, and the like. signal representing the signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal representative of the gear ratio sequence set value, a signal for commanding the M mode (manual shift running mode), a signal representing the operation of an air conditioner, a vehicle speed A signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22 detected by the sensor 46 (see FIG. 1) and the traveling direction of the vehicle, a signal representing the hydraulic oil temperature T _OIL of the automatic transmission unit 20, side brake operation , A signal indicating the foot brake operation, a signal indicating the catalyst temperature, and the accelerator opening corresponding to the driver's required output amount. Acc signal, cam angle signal, snow mode setting signal, vehicle longitudinal acceleration G signal, auto cruise travel signal, vehicle weight (vehicle weight) signal, wheel speed of each wheel , A rotation speed N _M1 of the first motor M1 detected by a rotation speed sensor such as a resolver (hereinafter referred to as “first motor rotation speed N _M1 ”), a signal indicating the rotation direction thereof, and rotation of the resolver, etc. rotational speed N _M2 of the second electric motor M2 which is detected by the speed sensor 44 (see FIG. 1) _(hereinafter referred to as "second electric motor speed N _M2") signal representative of and direction of rotation, the rotational speed sensor such as a resolver third rotational speed _{N M3} of the motor M3 (hereinafter, referred to as "the third electric motor rotation speed _{N M3")} detected by and signals indicating the direction of rotation, and each of electric motors M1, M2, M3 Such as a signal representing the remaining charge (state of charge) SOC of the battery 56 (see FIG. 6) that performs charging and discharging through an inverter 54 between are supplied. The rotation speed sensor 44 and the vehicle speed sensor 46 are sensors that can detect not only the rotation speed but also the rotation direction. When the automatic transmission unit 20 is in the neutral position while the vehicle is running, the vehicle speed sensor 46 advances the vehicle. Direction is detected.

A control signal from the electronic control device 80 to the engine output control device 58 (see FIG. 6) for controlling the engine output, for example, the throttle valve opening θ of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8. _Commands a drive signal to the throttle actuator 64 for operating _TH , a fuel supply amount signal for controlling the fuel supply amount to the intake pipe 60 or the cylinder of the engine 8 by the fuel injection device 66, and an ignition timing of the engine 8 by the ignition device 68 An ignition signal for controlling, a supercharging pressure adjusting signal for adjusting the supercharging pressure, an electric air conditioner driving signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors M1, M2 and M3, and a shift indicator for operating Shift position (operation position) display signal, gear ratio display signal for displaying gear ratio, snow mode A snow mode display signal for displaying “A”, an ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, an M mode display signal for displaying that the M mode is selected, and a differential unit 11 and a valve command signal for operating a solenoid valve (linear solenoid valve) included in the hydraulic control circuit 70 (see FIG. 6) to control the hydraulic actuator of the hydraulic friction engagement device of the automatic transmission unit 20, and the hydraulic control for operating an electric hydraulic pump serving as a hydraulic pressure source of the original pressure for signals for pressure regulating the line pressure P _L by a regulator valve (pressure regulating valve) provided in the circuit 70, is the line pressure P _L is pressure adjusted Drive command signals, signals for driving the electric heater, signals to the cruise control computer, etc. are output respectively. Is done.

FIG. 5 is a diagram showing an example of a shift operation device 50 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 50 includes, for example, a shift lever 52 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 52 is placed in a neutral state, that is, a neutral state in which the power transmission path in the power transmission device 10, that is, the automatic transmission unit 20 is interrupted, and is a parking position “P (” for locking the output shaft 22 of the automatic transmission unit 20. Parking) ”, reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”for neutral state where power transmission path in power transmission device 10 is cut off, automatic transmission mode Is established, and the power transmission obtained by the continuously variable transmission ratio width of the differential unit 11 and each gear stage that is automatically controlled to shift within the range of the first to fourth gear stages of the automatic transmission unit 20. The forward automatic shift travel position “D (drive)” for executing automatic shift control within the change range of the total gear ratio γT that can be shifted by the device 10, or the manual shift travel mode (Manual mode) is established, and a forward manual shift travel position “M (manual)” for setting a so-called shift range that limits the high-speed shift stage in the automatic transmission unit 20 is provided to be manually operated. .

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 52, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 70 is electrically switched so that is established.

In the shift positions P _SH shown in the “P” to “M” positions, the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling. As shown in the combined operation table, the first clutch C1 that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 in which both the first clutch C1 and the second clutch C2 are released is interrupted. This is a non-driving position for selecting switching to the power transmission cutoff state of the power transmission path by the second 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 52 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. When the power transmission is cut off from the power transmission cut-off state and the shift lever 52 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, when the shift lever 52 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 in which power transmission is possible. From the “D” position to the “N” position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram illustrating a main part of the control function by the electronic control unit 80. In FIG. 6, the stepped shift control means 82 includes an upshift line (solid line) and a downshift line (one point) stored in advance with the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as shown in FIG. Whether or not the shift of the automatic transmission unit 20 should be executed based on the vehicle state indicated by the actual vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (chain diagram, shift map) having a chain line) That is, the shift speed of the automatic transmission unit 20 to be shifted is determined, and the automatic shift control of the automatic transmission unit 20 is executed so that the determined shift stage is obtained.

  At this time, the stepped shift control means 82 engages and / or engages the hydraulic friction engagement device involved in the shift of the automatic transmission unit 20 so that the shift stage is achieved, for example, according to the engagement table shown in FIG. A clutch-to-clutch shift is executed by releasing a release command (shift output command, hydraulic pressure command), that is, by releasing the release-side engagement device involved in the shift of the automatic transmission unit 20 and engaging the engagement-side engagement device. Command to output to the hydraulic control circuit 70. In accordance with the command, for example, the hydraulic control circuit 70 releases the disengagement side engagement device and engages the engagement side engagement device so that the shift of the automatic transmission unit 20 is executed. A linear solenoid valve is actuated to actuate a hydraulic actuator of a hydraulic friction engagement device that is involved in the speed change.

The hybrid control means 84 operates the engine 8 in an efficient operating range, while changing the driving force distribution between the engine 8 and the second electric motor M2 and the reaction force generated by the first electric motor M1 to be optimized. Thus, the gear ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled. For example, at the traveling vehicle speed V at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the total required from the target output and the required charging value of the vehicle. Calculate the target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second motor M2, etc. so as to obtain the total target output, and obtain the target engine output. so that the speed N _E and engine torque T _E to control the amount of power generated by the first electric motor M1 controls the engine 8.

For example, the hybrid control means 84 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 84, to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 In this way, an optimum fuel consumption rate curve (fuel consumption map, relationship) which is a kind of operation curve of the engine 8 as shown by the broken line in FIG. For example, an engine output necessary for satisfying a target output (total target output, required driving force) is set so that the engine 8 can be operated while the eight operating points (hereinafter referred to as “engine operating points”) are aligned. so that the engine torque T _E and the engine rotational speed N _E for generating, determines the target value of the overall speed ratio γT of the power transmission device 10, so that the target value is obtained Taking into account the gear position of the automatic transmission portion 20 controls the speed ratio γ0 of the differential portion 11 is controlled in its variable speed change range overall speed ratio [gamma] T. Here, the above-mentioned engine operating point, indicating the operating state of the engine rotational speed N _E and the engine 8 in a two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E operation Is a point.

  At this time, the hybrid control means 84 supplies the electric energy generated by the first electric motor M1 to the power storage device 56 and the second electric motor M2 through the inverter 54, so that the main part of the power of the engine 8 is mechanically transmitted to the transmission member 18. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 54, The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. If necessary, the hybrid control means 84 causes the third electric motor M3 connected to the output shaft of the engine 8 to function as a generator to convert part of the power of the engine 8 into electric energy, and the electric energy is converted into an inverter. 54.

Further, the hybrid control means 84 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. It controls the rotation of the engine rotational speed N _E to any rotational speed or maintained substantially constant. In other words, the hybrid control means 84, rotating the first electric motor speed N _M1 and / or the second electric motor rotation speed N _M2 while controlling any rotational speed or to maintain the engine speed N _E substantially constant for any The rotation can be controlled to the speed.

For example, the hybrid control means 84 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the vehicle speed V the second electric motor rotation speed N which is bound to the (drive wheels 34) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant. In this case the hybrid control means 84, instead of the pulling of the first electric motor speed N _M1 or in parallel with this, by performing the raising of the third electric motor rotation speed N _M3 may pull the engine rotational speed N _E . The hybrid control means 84 when maintaining the engine speed N _E at the nearly fixed level during the shifting of the automatic shifting portion 20, due to the shift of the automatic transmission portion 20 while maintaining the engine speed N _E substantially constant The first motor rotation speed N _M1 is changed in the direction opposite to the change of the second motor rotation speed N _M2 .

  Further, the hybrid control means 84 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for the throttle control, and controls the fuel injection amount and the injection timing by the fuel injection device 66 for the fuel injection control. For control, a command for controlling the ignition timing by the ignition device 68 such as an igniter is output to the engine output control device 58 alone or in combination, and the output control of the engine 8 is executed so as to generate the necessary engine output. An engine output control means is functionally provided.

For example, the hybrid controller 84 basically drives the throttle actuator 64 based on the accelerator opening Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Throttle control is executed so that Further, the engine output control device 58 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control according to the command from the hybrid control means 84, and the fuel injection by the fuel injection device 66 for fuel injection control. The engine torque control is executed by controlling the ignition timing by an ignition device 68 such as an igniter for controlling the ignition timing.

Further, the hybrid control means 84 uses the second electric motor M2 as a driving force source for traveling by the electric CVT function (differential action) of the differential unit 11 regardless of whether the engine 8 is stopped or in an idle state. Can be made. For example, the hybrid control means 84, typically a relatively low output torque T _OUT region or low engine torque T _E region the engine efficiency is poor compared to the high torque region, or a relatively low vehicle speed range of the vehicle speed V That is, the motor travel is executed in the low load region. Further, the hybrid control means 84 controls the first motor rotation speed N _M1 at a negative rotation speed in order to suppress the drag of the stopped engine 8 and improve fuel consumption during the motor running, for example, the first electric motor M1 is rotated in idle and by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action).

  In addition, the hybrid control means 84 is the electric energy from the first electric motor M1 and / or the power storage device 56 by the electric path described above even in the engine traveling region where the engine 8 travels using the engine 8 as a driving force source for traveling. The so-called torque assist for assisting the power of the engine 8 is possible by supplying the electric energy from the second motor M2 and driving the second motor M2 to apply torque to the drive wheels 34. Therefore, the engine traveling of this embodiment includes a case where the engine 8 is used as a driving power source for traveling and a case where both the engine 8 and the second electric motor M2 are used as driving power sources for traveling. The motor travel in this embodiment is travel that stops the engine 8 and uses the second electric motor M2 as a driving force source for travel.

  Further, the hybrid control means 84 makes the first electric motor M1 in a no-load state and freely rotates, that is, idles, so that the differential unit 11 cannot transmit torque, that is, the power transmission path in the differential unit 11 is interrupted. It is possible to make the state equivalent to the state in which the output from the differential unit 11 is not generated. That is, the hybrid control means 84 can place the differential motor 11 in a neutral state (neutral state) in which the power transmission path is electrically cut off by setting the first electric motor M1 to a no-load state.

  Further, the hybrid control means 84 is transmitted from the kinetic energy of the vehicle, that is, from the drive wheels 34 to the engine 8 side in order to improve fuel efficiency, for example, when coasting with the accelerator off (during coasting) or braking with a foot brake. The second electric motor M2 is rotationally driven by the reverse driving force to act as a generator, and the electric energy, that is, the second electric motor generated current is charged to the power storage device 56 via the inverter 54 as a regeneration control means. The regenerative control is performed so that the regenerative amount is determined based on the braking force distribution of the braking force by the hydraulic brake for obtaining the braking force according to the remaining charge SOC of the power storage device 56 and the brake pedal operation amount. Is done.

Here, when the engine 8 during engine running it is assumed a case where a state of failure, in some cases it is also considered that the engine 8 is stopped, in such a case the reduction in the engine rotational speed N _E difference It is conceivable that the first motor M1 is rotated in the negative rotation direction at a high speed as shown in FIG. 9 due to the differential action of the moving part 11. FIG. 9 shows an example in which the first electric motor M1 is rotated at a higher speed by taking as an example the case where the automatic transmission unit 20 in which the first brake B1 and the first clutch C1 of the automatic transmission unit 20 are engaged is the third speed gear stage. FIG. To describe the high revolution of the first electric motor M1 by Figure 9, the second electric motor rotation speed N _M2 when lowered as the engine speed N _E arrow AR ₀₁ is constrained to the drive wheels 34 (the vehicle speed V) is then responsive to its lowered because you are not changed, it may first electric motor M1 as transiently arrow AR ₀₂ by a reduction in the engine rotational speed N _E is caused to a high speed rotation in the negative direction of rotation.

  Therefore, as shown in FIG. 9, control is executed to suppress the first motor M <b> 1 from being transiently rotated at a high speed. The main part of the control function will be described below.

  Returning to FIG. 6, the traveling state determination means 90 determines whether or not the traveling state of the vehicle is the engine traveling.

The engine speed determination means 92 determines whether or not the engine speed of the engine 8 is stopped or the rotation speed _NE has decreased in the stop direction when the travel state determination means 90 determines that the vehicle is running. Determine. Specifically, the engine rotation speed determining means 92, the engine rotational speed N decreases the amount A _E that is, the engine rotational speed decrease rate determination value X _AE engine speed reduction rate A _E is predetermined per unit time of the _E It is determined whether or not the engine speed _NE has decreased. That is, the engine rotation speed determining means 92, in which case the engine rotational speed decrease rate A _E exceeds the engine rotational speed decrease rate determination value X _AE engine rotation speed N _E decreases, the engine 8 is stopped or stopping direction It is affirmed that the rotational speed _NE has decreased. Here, the engine rotation speed decrease rate determination value _XAE is an experimentally obtained determination value corresponding to the power source rotation speed decrease rate determination value of the present invention, and high rotation suppression control described later is executed. is a determination value for determining that a decrease in engine rotational speed N _E of the durability of the first electric motor is determined that there is likely to deteriorate due to the high speed rotation without occurred. Further, since the reduction of the engine rotational speed N _E is determined, a positive direction of the direction of the engine rotation speed reduction rate A _E to decrease the engine rotational speed N _E, the engine rotational speed decrease rate determination value X _AE is positive Value.

The engine rotation speed determination unit 92 determines the engine rotation speed decrease rate A _E when the driving state determination unit 90 determines that the vehicle driving state is the engine driving state. The determination may be made regardless of the determination result of the means 90.

Differential unit output rotation speed determining means 94 determines whether or not the rotational speed N ₁₈ of the power transmitting member 18 which is the output rotational speed of the differential portion 11 is predetermined control execution determination value XN _M2 or more. Specifically, since the second motor M2 is connected to the transmission member 18, the differential output rotation speed determination means 94 determines whether the second motor rotation speed N _M2 is equal to or greater than the control execution determination value XN _M2 . Determine. Here, the control execution decision value XN _M2 may consider that the first electric motor M1 when the higher the second electric motor rotation speed N _M2 engine rotational speed N _E is lowered is liable to high speed rotation in the negative direction of rotation Is a determination value obtained experimentally, and the output rotation speed of the differential unit 11 for determining the execution of the high rotation suppression control (to be described later) for maintaining the durability of the first electric motor M1 (first 2 is a determination value for the motor rotation speed N _M2 ). That is, the control execution decision value XN _M2 is due to the high speed rotation of even higher rotation suppression control described later is less than the second electric motor rotation speed N _M2 control execution determination value XN _M2 is not executed first electric motor M1 It is a determination value that can be determined that no deterioration in durability will occur.

The high-rotation suppression control necessity determination unit 96 determines that the high-speed rotation suppression control described later is not executed and the first electric motor M1 when the engine rotational speed _NE is decreased, for example, when the engine 8 is stopped during traveling. It is determined whether the output from the second motor M2 alone cannot prevent the first motor _M1 from exceeding the rotation speed allowable value XN _M1 described later and increasing in the negative rotation direction. Specifically, if the output of the first electric motor M1 and the second electric motor M2 sufficient to prevent the high rotation of the first electric motor M1 can be obtained, the above high rotation can be achieved only by the first electric motor M1 and the second electric motor M2. Therefore, the high rotation suppression control necessity determination unit 96 determines whether or not the first electric motor M1 and the second electric motor M2 alone cannot prevent the high rotation of the first electric motor M1. As a determination value, a differential motor output determination value XP _M1 for the output limitation of the first motor _M1 and a traveling motor output determination value XP _M2 for the output limitation of the second motor M2 are experimentally obtained and stored in advance. is doing. The high-rotation suppression control necessity determination unit 96 then determines a difference in which the output P _M1 of the first motor (for example, the unit is “W”; hereinafter, referred to as “first motor output P _M1 ”). The motor output determination value XP _M1 or less is limited, or the output P _M2 of the second motor (for example, the unit is “W”; hereinafter, expressed as “second motor output P _M2 ”) is predetermined. It is determined whether or not the electric motor output determination value for traveling is limited to XP _M2 or less. That is, the high rotation suppression control necessity determination unit 96 determines that the first motor output P _M1 is limited to the differential motor output determination value XP _M1 or less, or the second motor output P _M2 is the travel motor output. When the value is limited to the determination value XP _M2 or less, a determination is made to affirm that there is a possibility that the first motor M1 and the second motor M2 alone cannot prevent the first motor M1 from increasing in speed. When the differential motor output determination value XP _M1 is greater than or equal to the rated output of the first motor M1, or when the travel motor output determination value XP _M2 is greater than or equal to the rated output of the second motor M2, the high rotation speed The suppression control necessity determination unit 96 always makes a determination to affirm the above. Further, the differential motor output determination value XP _M1 and the traveling motor output determination value XP _M2 may be determination values that vary according to the engine rotational speed _NE , the second motor rotational speed _NM2, or the like. For example, the higher the second motor rotation speed N _M2 is, the easier the first motor M1 is to rotate at a higher speed. Therefore, the higher the second motor rotation speed N _M2 is, the higher the differential motor output determination value XP _M1 and the travel motor output determination are. That is, the value XP _M2 may change so as to increase.

High speed rotation suppressing means 100, the running state of the vehicle by the travel state determination unit 90 is determined to be in the engine running, decreases the rotational speed N _E to the engine 8 is stopped or stopping direction by the engine rotational speed determining means 92 It is determined that the second motor rotation speed N _M2 is equal to or higher than the control execution determination value XN _M2 by the differential portion output rotation speed determination means 94, and the high rotation suppression suppression control necessity determination means 96 When it is determined that the first motor output P _M1 is limited to the differential motor output determination value XP _M1 or less or the second motor output P _M2 is limited to the travel motor output determination value XP _M2 or less. , to control the absolute value preset rotational speed tolerance XN _M1 beyond lest the third electric motor (power source connected motor) M3 of the first electric motor speed N _M1 Executing a high-speed rotation suppression control. High rotation-inhibiting means 100 in the execution of the high speed rotation suppression control, specifically, to delay reduction of the engine rotational speed N _E, i.e., in a direction to increase the engine rotational speed N _E, the third electric motor M3 is the output torque T _{M3 (hereinafter,} referred to as "the third electric motor torque T _M3") is generated, further, the rotational speed variation of the engine rotational speed N _E is predetermined while detecting the engine rotational speed N _E The high rotation suppression control is executed by feedback control that controls the third electric motor M3 so as to decrease along (target engine speed change). For example, the target engine rotation speed variation is well-known idle speed following resonance in the engine rotational speed region area faster engine speed N _E at the resonance region to quickly avoid (N E ₌ 200 rpm vicinity) is It has been defined so as to reduce, also, the rotational speed N _E changes when the engine is stopped to mitigate vibration caused by the engine stop is defined to be gentle. Although high speed rotation inhibiting means 100 executed by the feedback control of the high speed rotation suppression control, rather than such a feedback control, for example, prevent the reduction of the engine speed N _E in the high speed rotation suppression control In this direction, the maximum torque of the third electric motor M3 that is allowed based on the chargeable / dischargeable power of the power storage device 56 may be output. The allowable rotational speed value XN _M1 is the first motor rotation for maintaining the durability of the first motor M1 and the rotating elements such as the differential sun gear S0 and the differential planetary gear P0 that rotate in conjunction with the first motor M1. This is an upper limit value obtained experimentally for the speed _NM1 .

High rotation-inhibiting means 100 as described above executes the to output a normal rotation direction of the torque T _M3 by the high-speed rotation suppression control in the third electric motor M3, along with execution of the high speed rotation suppression control, Torque may be generated within the possible range of the first electric motor M1 and the second electric motor M2 in a direction in which the absolute value of the first electric motor rotation speed _NM1 decreases. For example, the first electric motor M1 and the second electric motor M2 may function as generators, and regenerative torque may be generated in them as much as possible.

The engagement control means 102 is an engine in which an output P _M3 (for example, the unit is “W”, hereinafter referred to as “third motor output P _M3 ”) of a third motor (power source coupled motor) M3 is set in advance. It is determined whether or not it is limited to the coupled motor output determination value XP _M3 or less. Here, the engine coupled motor output judgment value XP _M3 is an experimentally obtained judgment value corresponding to the power source coupled motor output judgment value of the present invention, and the output is limited to the judgment value XP _M3 or less. This is a determination value that determines that the high rotation of the first electric motor M1 may not be prevented only by the execution of the high rotation suppression control by the third electric motor M3, and is a value less than the rated output of the third electric motor M3. is there.

As shown in FIG. 2, when one or both of the first clutch C1 and the second clutch C2 are engaged while the automatic transmission unit 20 is not shifting, the engagement control means 102 outputs the third motor output. When it is determined that P _M3 is limited to the engine connection motor output determination value XP _M3 or less, the high rotation suppression unit 100 is configured to assist the execution of the high rotation suppression control by the high rotation suppression unit 100. In parallel with the rotation suppression control, at least one of the engaged first clutch C1 and second clutch C2 is set to a released state or a slip state. The first clutch C1 and the second clutch C2 correspond to the engagement device of the present invention. Here, the engagement device that the engagement control means 102 brings into the released state or the slip state may be the clutch C or the brake B engaged with the automatic transmission unit 20 other than the first clutch C1 and the second clutch C2. Good. For example, when the gear position of the automatic transmission unit 20 is the third speed (3rd), the engagement control means 102 is engaged among the first clutch C1 and the second clutch C2 from the engagement table of FIG. Since the engaging device is the first clutch C1, the first clutch C1 is released or slipped in parallel with the high rotation suppression control, but the first brake B1 is also in the third speed (3rd). Since it is engaged, the first brake B1 may be put into a released state or a slip state instead of or together with the first clutch C1.

  As described above, the engagement control means 102 puts the first clutch C1 and / or the second clutch C2 in the released state or the slip state in parallel with the high rotation suppression control. Thus, a control function in which the stepped shift control means 82 upshifts the automatic transmission unit 20 in parallel with the high rotation suppression control can be considered. This will be described below. A functional block diagram in that case is shown in FIG.

The stepped speed change control means 82 corresponding to the speed change control means of the present invention, in addition to the above-described function, is similar to the case of the engagement control means 102 in that the third motor output P _M3 is the engine coupled motor output judgment value XP _M3. Judge whether or not it is limited to the following. When the stepped shift control means 82 determines that the third motor output P _M3 is limited to the engine coupled motor output determination value XP _M3 or less, the high rotation suppression means 100 performs the high rotation suppression control. In parallel with the execution, the automatic transmission unit 20 is upshifted. In the present embodiment, this upshift is for performing one upshift from the current shift stage regardless of the shift diagram in FIG. 7, but is not limited to one upshift.

  FIG. 11 is a flowchart for explaining a main part of the control operation of the electronic control unit 80, that is, a control operation for suppressing the first motor M1 from being transiently rotated at a high speed, for example, several msec to several tens msec. It is repeatedly executed with an extremely short cycle time.

  First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the traveling state determination means 90, it is determined whether or not the traveling state of the vehicle is the engine traveling. If this determination is affirmative, that is, if the vehicle is running in the engine, the process proceeds to SA2. On the other hand, if this determination is negative, the operation moves to SA8.

In SA2 corresponding to the engine rotation speed determination means 92, whether or not the engine 8 has stopped or its rotation speed has decreased in the stop direction, specifically, the engine rotation speed decrease rate _AE is determined as the engine rotation speed decrease rate determination. It is determined whether or not the engine speed _NE has fallen beyond the value _XAE . If this determination is affirmative, i.e., if the engine rotational speed decrease rate A _E exceeds the engine rotational speed decrease rate determination value X _AE engine rotation speed N _E decreases, the process proceeds to SA3. On the other hand, if this determination is negative, the operation moves to SA8.

In SA3 corresponding to the differential unit output rotation speed determination means 94, it is determined whether or not the second motor rotation speed N _M2 is equal to or higher than the control execution determination value XN _M2 (predetermined value 1). If this determination is affirmative, that is, if the second motor rotation speed N _M2 is equal to or higher than the control execution determination value XN _M2 , the process proceeds to SA4. On the other hand, if this determination is negative, the operation moves to SA8.

In SA4 corresponding to the high rotation suppression control necessity determination means 96, the high rotation suppression control is not executed, and only the outputs from the first motor M1 and the second motor M2 cause the first motor M1 to rotate. It is determined whether or not there is a possibility that it is not possible to prevent high speed rotation in the negative rotation direction exceeding the speed allowable value XN _M1 . Specifically, the first motor output P _M1 is limited to the differential motor output determination value XP _M1 or less, or the second motor output P _M2 is limited to the travel motor output determination value XP _M2 or less. It is determined whether or not. For example, the first motor output P _M1 and the second motor output P _M2 are limited based on the thermal operation conditions of the first motor M1 and the second motor M2, the charge / discharge limitation of the power storage device 56, the capacity of the inverter 54, and the like. . When this determination is affirmative, that is, when the first motor output P _M1 is limited to the differential motor output determination value XP _M1 or less, or the second motor output P _M2 is the traveling motor output determination value XP. If it is limited to _M2 or less, the process proceeds to SA5. On the other hand, if this determination is negative, the operation moves to SA8.

In SA5 corresponding to the high rotation suppression means 100, the high rotation suppression control for controlling the third electric motor M3 so that the absolute value of the first electric motor rotation speed N _M1 does not exceed the rotation speed allowable value XN _M1 is performed. Executed. For example, the high rotation suppression control, feedback controls the third electric motor M3 to decrease along with the detected while the target engine rotational speed change that engine rotational speed N _E is predetermined engine rotational speed N _E It is executed by control. Alternatively, instead of such a feedback control, in the high direction prevents reduction of the engine speed N _E in the rotation-suppressing control or the forward rotational direction (N _E ascending direction), the rechargeable power battery 56 The maximum torque of the third electric motor M3 allowed on the basis of it, in other words, the maximum torque of the third electric motor M3 that can be output within the allowable range of the charge / discharge balance of the power storage device 56 may be output.

Further, in SA5, in conjunction with the execution of the high rotation suppression control, torque is output within a possible range from the first electric motor M1 and the second electric motor M2 in a direction in which the absolute value of the first electric motor rotation speed _NM1 decreases. Is done. Thereby, the high rotation suppression control is torque-assisted by the first electric motor M1 and the second electric motor M2.

In SA6 corresponding to the engagement control means 102, it is determined whether or not the third motor output P _M3 is limited to the engine coupled motor output determination value XP _M3 or less. For example, the third motor output P _M3 may be limited due to the thermal operation condition of the third motor M3, the charge / discharge limitation of the power storage device 56, or the like. If this determination is affirmative, that is, if the third motor output P _M3 is limited to the engine coupled motor output determination value XP _M3 or less, the process proceeds to SA7. On the other hand, when this determination is negative, this flowchart ends.

  In SA7 corresponding to the engagement control means 102, in parallel with the execution of the high rotation suppression control, the engaged engagement device of the automatic transmission unit 20, that is, the engaged first clutch C1 and At least one of the second clutch C2 is released or slipped.

  Here, SA7 in FIG. 11 may be replaced with SA7 'in FIG. If so replaced, in SA7 'of FIG. 12, the automatic transmission unit 20 is upshifted in parallel with the execution of the high rotation suppression control. When SA7 is replaced with SA7 ', SA6 and SA7' correspond to the stepped shift control means 82.

  In SA8, other control such as control during motor running is performed.

FIG. 13 is a time chart for explaining the control operation shown in the flowchart of FIG. 11, and is an example when the engine 8 is stopped while the engine is running. FIG. 13 is a time chart of the third motor torque T _M3 , the engine rotation speed N _E , the second motor rotation speed N _M2 , and the first motor rotation speed N _M1 in order from the top. In this time chart, a solid line indicates a time chart when the high rotation suppression control is executed, and a broken line indicates a time chart when the high rotation suppression control is not executed.

T _A1 point in FIG. 13, and the like the engine 8 is fail state, that the engine rotational speed N _E is started to decrease the engine rotational speed decrease rate A _E exceeding engine rotational speed decrease rate determination value X _AE Show. Then, from _{t A1} point with a decrease of the engine rotational speed _{N E,} the first electric motor speed _{N M1} and the second electric motor rotation speed _{N M2} also begins to decrease. However, the engine 8 has a large rotational resistance with respect to the motors M1 and M2, and the second motor M2 is restrained by the drive wheels 34. Therefore, if nothing is done, the engine speed _{NE is} higher than the second motor speed _NM2 . It drops faster towards zero. The absolute value of the first electric motor speed N _M1 is larger in the negative direction of rotation by the differential action of the power distributing mechanism 16 between its order from t _A1 point of time t _A2.

The time t _A2 indicates that the high rotation suppression control is started in SA5 of FIG. As the time t _A2 by the execution of the high speed rotation suppression control third motor torque T _M3 is generated in a direction that is normal rotation direction delaying the reduction in the engine rotational speed N _E (N _E ascending direction). Therefore, when the high-speed rotation suppression control from time t _A2 is if was not executed engine rotational speed N _E is to be reduced as indicated by the broken lines in FIG. 13, for the broken line, the high-speed rotation suppression control as indicated by the solid line in FIG. 13 by being executed, reduction of the engine rotational speed N _E is delayed. As a result, the absolute value of the first motor rotation speed N _M1 has increased in the negative rotation direction from the time point t _A1 , and the change direction of the first motor rotation speed N _M1 is the difference of the power distribution mechanism 16 at the time point t _A2. The first motor rotation speed N _M1 starts to converge toward zero from time t _A2 . That is, as the high rotation suppression control is executed, as shown by the solid line in FIG. 13, the first motor rotation speed N _M1 becomes the maximum value in the negative rotation direction at time t _A2 , and the first motor rotation speed It is shown that the absolute value of N _M1 did not exceed the rotational speed allowable value XN _M1 .

As shown by the broken line in FIG. 13, the time point t _A3 indicates a time point when the engine 8 stops rotating when the high rotation suppression control is not executed. If the high-speed rotation suppression control is not executed, as indicated by the broken line in FIG. 13, the t at time _A3 first electric motor speed N _M1 is the maximum value of the negative rotation direction, t _A3 near point It is shown in the AN _M1 portion that the absolute value of the first motor rotation speed N _M1 exceeds the rotation speed allowable value XN _M1 .

t _A4 point, the vehicle was traveling is stopped, the second electric motor rotation speed N _M2 and engine speed N _E indicates that it has reached zero. Their rotation speed N _M2, N _E is the first electric motor speed N _M1 by the differential action of the power distribution mechanism 16 so led to zero also led to zero at t _A4 point. And the high rotation suppression control is complete | finished at the time of _tA4 .

The high rotation suppression control in which the third electric motor torque T _M3 is output in the forward rotation direction is performed between the time t _{A2 and the} time t _A4. It is performed by the feedback control of the rotational speed N _E, that the above feedback control the engine speed N _E and reaches zero at t _A4 point changes gradually in front of t _A4 point indicating the time of engine stop shown Has been.

The electronic control device 80 of this embodiment has the following effects (A1) to (A11). (A1) The high rotation suppression means 100 determines that the running state of the vehicle is running the engine by the running state judging means 90, and the engine speed 8 is stopped or stopped in the stop direction by the engine speed judging means 92. _When it is determined that _E has decreased, the third motor (with the other conditions) is set so that the absolute value of the first motor rotation speed N _M1 does not exceed the preset rotation speed allowable value XN _M1. High-power suppression control for controlling the power source coupled motor M3 is executed. Thus, the differential portion sun gear S0 that rotates in conjunction first electric motor M1 and with it due to the engine rotational speed N _E decreases, the high speed rotation of the rotary elements such as the differential portion planetary gear P0 is prevented, the durability decreases Is suppressed.

  (A2) As shown in FIG. 2, when one or both of the first clutch C1 and the second clutch C2 are engaged during non-shifting of the automatic transmission unit 20, the engagement control means 102 is operated at a higher speed. When the suppressing means 100 executes the high rotation suppression control, at the same time, at least one of the engaged first clutch C1 and second clutch C2 is set to a released state or a slip state. Therefore, the differential state of the power distribution mechanism 16 is not completely restrained by the vehicle speed V, and the differential action of the power distribution mechanism 16 is suppressed from promoting the high rotation of the first electric motor M1. Execution of the rotation suppression control makes it easy to suppress high rotation of the first electric motor M1 and rotation elements such as the differential sun gear S0 and the differential planetary gear P0 that rotate in conjunction therewith.

(A3) The engagement control means 102 indicates that at least one of the engaged first clutch C1 and second clutch C2 is in a released state or a slipped state, the third motor output P _M3 is an engine coupled motor. Since it is performed when it is determined that the output determination value XP _M3 is limited to be equal to or less than the output determination value XP _M3, the first clutch C1 and / or the second clutch C2 are released or slipped when the necessity is high, and the first electric motor M1 It is possible to reduce the control load when preventing high rotation.

(A4) In this embodiment, instead of the engagement control means 102 putting the first clutch C1 and / or the second clutch C2 into the disengaged state or the slip state, the stepped speed change control means 82 increases the rotation speed. When the suppression unit 100 executes the high rotation suppression control, the automatic transmission unit 20 may be upshifted in parallel with the control, and in that case, the upshift of the power distribution mechanism 16 may be performed. high speed rotation of the first electric motor M1 is suppressed by the second electric motor rotation speed N _M2, which is the output rotational speed is due to the differential action of the power distributing mechanism 16 is lowered, first the execution of the high speed rotation suppression control It becomes easy to suppress high rotation of the rotating elements such as the differential motor S1 and the differential planetary gear P0 that rotate in conjunction with the single motor M1.

(A5) When the stepped shift control means 82 determines that the upshift is limited to the third motor output P _M3 being equal to or less than the engine coupled motor output determination value XP _M3 , the stepped shift control means 82 is in parallel with the high rotation suppression control. Therefore, when the necessity is high, the upshift is performed, and the control load when preventing the first motor M1 from rotating at a high speed can be reduced.

(A6) The high rotation suppression means 100 has other conditions when it is determined by the differential portion output rotation speed determination means 94 that the second motor rotation speed N _M2 is equal to or higher than the control execution determination value XN _M2. The high rotation suppression control is executed. Therefore, when the durability of the first electric motor M1 is likely to decrease or when the possibility is high, the high rotation suppression control is executed, and the control load is reduced. As a result, it is possible to effectively prevent the rotation of the first electric motor M1 and the rotating elements such as the differential sun gear S0 and the differential planetary gear P0 that rotate in conjunction with the first motor M1.

(A7) where the first electric motor M1 when the change in the engine rotational speed N _E is a gradual capable of preventing a high-speed rotation by the output torque T _M1, the engine rotation speed determining means 92, the engine rotational speed decrease rate A _E There when the engine rotational speed N _E exceeds the engine rotational speed decrease rate determination value X _AE is lowered, the engine 8 is its speed N _E to stop or stop direction affirming effect and decreased. Then, when the engine speed determination means 92 determines that the engine 8 is stopped or the rotation speed has decreased in the stop direction, the high rotation suppression means 100 is configured to perform the high rotation under other conditions. Execute suppression control. Therefore, when the durability of the first electric motor M1 is likely to decrease or when the possibility is high, the high rotation suppression control is executed, and the control load is reduced. As a result, it is possible to effectively prevent the rotation of the first electric motor M1 and the rotating elements such as the differential sun gear S0 and the differential planetary gear P0 that rotate in conjunction with the first motor M1.

(A8) high rotation-inhibiting means 100, in the direction (forward rotation direction) to prevent the reduction of the engine speed N _E in the high speed rotation suppression control is permitted on the basis of the rechargeable electric power of the power storage device 56 The maximum torque of the third electric motor M3, in other words, the maximum torque of the third electric motor M3 that can be output within the allowable range of the charge / discharge balance of the power storage device 56 may be output. High rotation of the rotating elements such as the single motor M1 and the differential sun gear S0 and the differential planetary gear P0 rotating in conjunction with the motor M1 is prevented to the maximum.

(A9) high rotation-inhibiting means 100 controls the third electric motor M3 to decrease along with the detected while the target engine rotational speed change that engine rotational speed N _E is predetermined engine rotational speed N _E since executing the high speed rotation suppression control by feedback control, reduction of the engine rotational speed N _E, and specifically it is possible to suppress the decrease comfort by stopping of the engine 8.

(A10) In the high rotation suppression means 100, the first motor output P _M1 is limited to the differential motor output determination value XP _M1 or less by the high rotation suppression control necessity determination means 96 or the second motor output P _M2 is When it is determined that the motor output determination value XP _M2 for traveling is limited to be equal to or lower than the traveling motor output determination value XP _M2 , the high rotation suppression control is executed under other conditions. Therefore, when there is a possibility that high rotation of the first motor M1 cannot be prevented by only the first motor output P _M1 and the second motor output P _M2 , the high rotation suppression control is executed, and the high rotation of the first motor M1 is performed. It is possible to reduce the control load when preventing rotation.

(A11) The high rotation suppression means 100 can be applied to the first electric motor M1 and the second electric motor M2 in the direction in which the absolute value of the first electric motor rotation speed N _M1 decreases in conjunction with the execution of the high rotation suppression control. The torque may be generated within a range, and in such a case, the first motor M1 and the rotating element that rotates in conjunction with the first motor M1 can be prevented from increasing at high speed only by the output from the third motor M3. In comparison, it is possible to prevent the first motor M1 and the rotating element that rotates in conjunction with the first motor M1 from rotating more sufficiently.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the above-described embodiment, in the flowchart of FIG. 11, when a positive determination is made in SA3 and SA4, the high rotation suppression control is executed in SA5, either one of SA3 and SA4 or A flowchart without both steps may be used.

In the above-described embodiment, the first electric motor M1 and the second electric motor M2 are arranged in the direction in which the absolute value of the first electric motor rotation speed _NM1 decreases in conjunction with the execution of the high rotation suppression control in SA5 of the flowchart of FIG. Torque is output as much as possible from the electric motor M2, but the torque may not be output from the first electric motor M1 and the second electric motor M2 as such.

  In the above-described embodiment, SA7 is executed when a positive determination is made in SA6 in the flowchart of FIG. 11, but a flowchart without SA6 may be used.

  Further, although the flowchart of FIG. 11 of the above-described embodiment includes SA6 and SA7, it may be a flowchart without SA6 and SA7.

  Moreover, in the above-mentioned Example, although the power transmission device 10 was provided with the 2nd electric motor M2, the structure without this 2nd electric motor M2 may be sufficient.

The hydraulic fluid of the automatic transmission unit 20 that is the working fluid in the power transmission device 10 is used for the hydraulic pressure of the clutches (brakes) B1, B2, B3, C1, and C2 of the automatic transmission unit 20. Therefore, the response to the control signals of the clutches (brakes) B1, B2, B3, C1, and C2 that are hydraulically operated as the temperature T _OIL (hydraulic oil temperature T _OIL ) of the hydraulic oil (working fluid) of the automatic transmission unit 20 decreases. Tend to decrease. Further, since the clutches (brakes) B1, B2, B3, C1, and C2 are of a wet multi-plate type, a plurality of friction plates in the clutches (brakes) B1, B2, B3, C1, and C2 are located between each other. When the hydraulic oil intervening at a very low temperature increases its viscosity, it becomes difficult to control to an appropriate slip state. Therefore, the control execution determination value XN _M2 used for determination in SA3 of the flowchart of FIG. 11 is not a constant value, and may be changed based on the hydraulic oil temperature T _OIL . For example, in the flowchart of FIG. 11, SA3 ′ is added between SA2 and SA3 as shown in FIG. 14, and the setting is changed so that the control execution determination value XN _M2 becomes smaller as the hydraulic oil temperature T _OIL is lower in SA3 ′. May be. If it does so, according to the change of the responsiveness of clutch (brake) B1, B2, B3, C1, C2 with respect to the said control signal, in short, SA7 of a flowchart according to the difficulty of those control (refer FIG. 11). Alternatively, the conditions under which SA7 ′ (see FIG. 12) is executed are changed, and the automatic transmission unit 20 including the clutches (brakes) B1, B2, B3, C1, C2 appropriately prevents the first motor M1 from rotating at a high speed. Operates to 14 corresponds to the differential unit output rotation speed determination means 94.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited thereto, and the engine 8 or the transmission member 18 to the drive wheels 34 are not limited thereto. It may be directly or indirectly connected to a power transmission path between them via a transmission, a planetary gear device, an engagement device or the like.

  Further, in the above-described embodiment, by controlling the operating state of the first electric motor M1, the differential unit 11 has the electric gear ratio γ0 continuously changed from the minimum value γ0min to the maximum value γ0max. Although the present invention functions as a step transmission, the present invention can be applied even if the gear ratio γ0 of the differential portion 11 is not changed continuously but is changed stepwise using a differential action. Can do.

  In the above-described embodiment, the differential unit 11 includes a differential limiting device that is provided in the power distribution mechanism 16 and is operated as at least a two-stage forward transmission by limiting the differential action. It may be.

  In the power distribution mechanism 16 of the above-described embodiment, the differential carrier CA0 is connected to the engine 8 and the third electric motor M3, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected. Although connected to the transmission member 18, the connection relationship is not necessarily limited thereto, and the engine 8, the third electric motor M 3, the first electric motor M 1, and the transmission member 18 are connected to the differential planetary gear unit 24. Any of the three elements CA0, S0, R0 may be connected.

  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, the second electric motor M2, and the third electric motor M3 are disposed concentrically with the input shaft 14, and the first electric motor M1 is connected to the differential sun gear S0 and is connected to the second electric motor M2. Is connected to the transmission member 18 and the third electric motor M3 is connected to the differential part carrier CA0. However, the third electric motor M3 is not necessarily arranged in such a manner. The first electric motor M1 may be connected to the differential part sun gear S0, the second electric motor M2 may be connected to the transmission member 18, and the third electric motor M3 may be connected to the differential part carrier CA0.

  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 70 is configured by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, not a valve device that switches an oil passage.

  In the above-described embodiment, the automatic transmission 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.

  The power distribution mechanism 16 serving 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). It may be a differential gear device operatively connected to the motor.

  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 the engine 8 and the differential unit 11 are connected via a clutch therebetween. May be.

  In the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the configuration is not particularly limited to this, and the power transmission device 10 as a whole is electrically operated. The present invention can be applied to any configuration provided with a function of performing a differential and a function of performing a shift on the principle different from the shift based on an electric differential as a whole of the power transmission device 10 and is mechanically independent. You don't have to. Further, the arrangement position and arrangement order of these are not particularly limited. In short, the automatic transmission unit 20 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 34.

  In addition, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices (differential planetary gear device 24), but is composed of two or more planetary gear devices in a non-differential state ( In the constant shift state), it may function as a transmission having three or more stages. The differential planetary gear unit 24 is not limited to a single pinion type, and may be a double pinion type planetary gear unit. Even in the case where the planetary gear unit is composed of two or more planetary gear units, the engine 8, the first and second electric motors M1 and M2, the transmission member 18, and the output of each planetary gear unit depending on the configuration. The shaft 22 may be connected so as to be able to transmit power, and the stepped speed change and the stepless speed change may be switched by the control of the clutch C and the brake B connected to the rotating elements of the planetary gear device.

  In the power transmission device 10 of the above-described embodiment, the first electric motor M1 and the second rotating element RE2 are directly connected, the second electric motor M2 and the third rotating element RE3 are directly connected, and the third electric motor M3. Are directly connected to the first rotating element RE1, but the first electric motor M1 is connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 is connected to the third rotating element RE3 as a clutch. The third electric motor M3 may be connected to the first rotating element RE1 via an engagement element such as a clutch.

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18 constituting a part of the power transmission path from the engine 8 to the drive wheels 34. However, the second electric motor M2 is connected to the power transmission path. In addition to being connected, it can be connected to the power distribution mechanism 16 via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 by the second electric motor M2 instead of the first electric motor M1. The power transmission device 10 may be configured to be able to control.

  In the above-described embodiment, the automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission, but may be a continuously variable CVT or a transmission unit that functions as a manual transmission. Good.

  In the above-described embodiment, the differential unit 11 includes the first electric motor M1, the second electric motor M2, and the third electric motor M3. However, the first electric motor M1, the second electric motor M2, and the third electric motor M3 are differential. The power transmission device 10 may be provided separately from the unit 11.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

1 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the hybrid vehicle power transmission device of FIG. 1 and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the hybrid vehicle power transmission device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for hybrid vehicles 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 by the electronic controller of FIG. In the hybrid vehicle power transmission apparatus of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates using the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, It is a figure which shows an example of the driving force source switching diagram memorize | stored beforehand which has the boundary line of the engine running area | region and motor running area | region for switching engine driving | running | working and motor driving | running | working area, is there. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. In the hybrid vehicle power transmission apparatus of FIG. 1, the high-speed rotation of the first electric motor in which the automatic transmission unit in which the first brake and the first clutch are engaged is the third speed gear stage as an example. FIG. 9 is a collinear diagram for explaining the conversion, and vertical lines Y1 to Y8 in FIG. 9 are the same as those in FIG. FIG. 7 is a functional block diagram in a case where the stepped shift control unit performs upshift of the automatic transmission unit in parallel with the high rotation suppression control instead of the engagement control unit in the functional block diagram of FIG. 6. FIG. 7 is a flowchart corresponding to FIG. 6 for explaining a main part of a control operation of the electronic control device of FIG. 4, that is, a control operation for suppressing a transient increase in the first electric motor. FIG. 12 is a diagram illustrating steps after the change when the flowchart of FIG. 11 is changed to a function corresponding to the functional block diagram of FIG. 10. It is a time chart for demonstrating the control action | operation shown in the flowchart of FIG. 11, Comprising: It is an example when an engine stops during engine driving | running | working. In the flowchart of FIG. 11, it is an example of the flowchart which added the step changed so that a control execution determination value may become so small that the hydraulic fluid temperature of an automatic transmission part is low.

Explanation of symbols

8: Engine (power source)
10: Power transmission device (vehicle power transmission device)
11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit 34: Drive wheel 56: Power storage device 80: Electronic control device (control device)
82: Stepped shift control means (shift control means)
100: High rotation suppression means 102: Engagement control means M1: First electric motor (differential electric motor)
M2: Second electric motor (traveling motor)
M3: Third motor (power source coupled motor)
C1: First clutch (engagement device)
C2: Second clutch (engagement device)
XN _M1 : Rotational speed allowable value XN _M2 : Control execution determination value XP _M1 : Differential motor output determination value XP _M2 : Driving motor output determination value XP _M3 : Engine coupled motor output determination value (power source coupled motor output determination value) )
_XAE : Engine rotation speed decrease rate determination value (power source rotation speed decrease rate determination value)
T _OIL : Hydraulic oil temperature (temperature of the working fluid)

Claims (12)

A power source-coupled motor coupled to a power source, and a differential mechanism coupled to the power source and the power source-coupled motor and drive wheels so as to be able to transmit power are controlled. A control device for a vehicle power transmission device, comprising: an electric differential unit that controls a differential state of the differential mechanism,
When the power source is stopped or its rotational speed decreases in the direction of stopping while the vehicle is running, the power is set so that the absolute value of the rotational speed of the differential motor does not exceed a preset rotational speed allowable value. A control device for a vehicular power transmission device, comprising: a high rotation suppression means for executing a high rotation suppression control for controlling a source coupled motor. An engagement device capable of selectively interrupting power transmission is provided in a part of the power transmission path between the differential mechanism and the drive wheel,
2. The vehicle-use vehicle according to claim 1, further comprising: an engagement control unit that puts the engagement device into a released state or a slip state when the high rotation suppression unit executes the high rotation suppression control. Control device for power transmission device. The engagement control means puts the engagement device into a released state or a slip state when the output of the power source coupled motor is limited to a preset power source coupled motor output determination value or less. The control device for a vehicle power transmission device according to claim 2. An automatic transmission part is provided in a part of the power transmission path between the differential mechanism and the drive wheel,
2. The vehicle power transmission device according to claim 1, further comprising a shift control unit configured to upshift the automatic transmission unit when the high rotation suppression unit executes the high rotation suppression control. Control device. The shift control means performs upshift of the automatic transmission unit when the output of the power source coupled motor is limited to a preset power source coupled motor output determination value or less. The control apparatus of the power transmission device for vehicles described in 2. The high rotation suppression means executes the high rotation suppression control when an output rotation speed of the electric differential unit is equal to or higher than a predetermined control execution determination value. The control device for a vehicle power transmission device according to any one of claims 1 to 5. When the output rotation speed of the electric differential unit is equal to or higher than a control execution determination value that is set to be smaller as the temperature of the working fluid of the vehicle power transmission device is lower, the high rotation suppression means is the high rotation The control device for a vehicle power transmission device according to any one of claims 2 to 5, wherein the control for suppressing the vehicle is executed. When the rotational speed of the power source decreases when the amount of decrease in the rotational speed of the power source per unit time exceeds a predetermined power source rotational speed decrease rate determination value, the high rotation suppression means The control device for the vehicle power transmission device according to any one of claims 1 to 7, wherein high rotation suppression control is executed. A power storage device,
The power source coupled motor outputs a maximum torque allowed based on the chargeable / dischargeable power of the power storage device in a direction to prevent a decrease in the rotation speed of the power source in the high rotation suppression control. The control device for a vehicle power transmission device according to any one of claims 1 to 8. The high rotation suppression control is executed by feedback control that controls the power source coupled motor so that the rotational speed of the power source decreases along with a predetermined rotational speed change. The control device for a vehicle power transmission device according to any one of 1 to 8. A traveling motor is connected to a power transmission path between the electric differential portion and the drive wheel,
The high rotation suppression means is configured such that the output of the differential motor is limited to a predetermined differential motor output determination value or less, or the output of the travel motor is determined in advance. The control device for a vehicle power transmission device according to any one of claims 1 to 10, wherein the high rotation suppression control is executed when the value is limited to a value or less. The high rotation suppression means applies torque to the differential motor and the traveling motor in a direction in which the absolute value of the rotational speed of the differential motor decreases in conjunction with the execution of the high rotation suppression control. The control device for a vehicle power transmission device according to claim 11, wherein the control device is generated.

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