JP2010083361A - Controller of power transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a power transmission for a vehicle having an electric motor, that enables the vehicle to travel efficiently. <P>SOLUTION: When either or both of a first electric motor M1 and a second electric motor M2 are driven during motor travel, a hybrid control means (electric motor control means) 52 determines the output torques T<SB>M1</SB>, T<SB>M2</SB>and the rotational speeds N<SB>M1</SB>, N<SB>M2</SB>of the first electric motor M1 and the second electric motor M2 so that the efficiency EF<SB>E</SB>of energy transfer from an electrical storage device 60 (source of electrical energy) to a driving wheel 38 approaches its maximum value, and thus the vehicle can travel with a good efficiency EF<SB>E</SB>of energy transfer. As a result, for example, such an effect as the extension of cruising distance during travel (motor travel) using the electric motors as sources of driving forces can be expected. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle power transmission device, and relates to a technique for improving driving efficiency during vehicle travel.

  2. Description of the Related Art A vehicle power transmission device including a differential mechanism coupled between an engine and a drive wheel, and a first motor and a second motor coupled to the differential mechanism so as to transmit power is known. Yes. This vehicle power transmission device is suitably used for a hybrid vehicle, for example, the vehicle power transmission device of Patent Document 1. In this vehicle power transmission device, the differential mechanism has four rotating elements. Of these, the first rotating element is connected to the drive wheel, the second rotating element is connected to the engine, and is selectively connected to a fixing member such as a transmission case via a brake. The rotating element is connected to the first electric motor, and the fourth rotating element is connected to the second electric motor.

The control device for a vehicle power transmission device disclosed in Patent Document 1 does not use the engine as a driving force source but performs EV traveling (motor traveling) using at least one of the first electric motor and the second electric motor as a driving force source. In this case, after the rotation of the second rotating element is fixed by engaging the brake, the first motor and the second motor have a torque ratio that increases the motor drive efficiency of the first motor and the second motor. Drive.
JP 2005-81931 A JP 2005-264762 A

  The control device for a vehicle power transmission device disclosed in Patent Document 1 can improve the motor drive efficiency by adjusting a torque ratio between the first motor and the second motor during the EV travel. The rotational speed of the first rotating element connected to the wheel is determined in a one-to-one relationship with the vehicle speed. As a result, the rotational speed of the first motor and the rotational speed of the second motor are also one-to-one with respect to the vehicle speed. It depends on the relationship. Therefore, during the EV traveling, the control device for the vehicle power transmission device disclosed in Patent Document 1 determines each torque ratio and in addition to each motor (first motor and second motor) without being restricted by the vehicle speed. If the rotational speed of the motor can be determined such that the motor driving efficiency is increased, the motor driving efficiency can be further increased, but the rotational speed of each of the motors cannot be determined as such. 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 control device that enables efficient vehicle travel in a vehicle power transmission device having an electric motor. .

  In order to achieve such an object, in the invention according to claim 1, (a) a differential mechanism having a plurality of rotating elements and operable in differential action, and different rotating elements among the plurality of rotating elements. And a plurality of electric motors coupled to each of the motors, a transmission portion constituting a part of the power transmission path, and an electric energy source capable of transmitting and receiving electric power to the plurality of electric motors. (B) when operating one or more of the plurality of electric motors, the output torque and the rotational speed of each electric motor are set between the electric energy source and the drive wheels. Electric motor control means for determining the energy transfer efficiency to approach its maximum value is included.

  In the invention according to claim 2, when the motor control means operates one or more of the plurality of motors, the output torque and the rotation speed of each motor are transferred from the electric energy source to the driving wheel. It is characterized in that the energy transfer efficiency is determined so as to approach its maximum value.

  In the invention according to claim 3, when the motor control means operates one or more of the plurality of motors, the output torque and the rotation speed of each motor are transferred from the drive wheels to the electric energy source. It is characterized in that the energy transfer efficiency is determined so as to approach its maximum value.

  In the invention according to claim 4, (a) the first electric motor included in the plurality of electric motors is connected to a first rotating element that does not include the output shaft of the differential mechanism among the plurality of rotating elements, (B) When the output torque of the first electric motor is transmitted to the drive wheel, the output torque of the first electric motor is transferred to the second rotating element that is not the first rotating element and does not include the output shaft. Reaction force torque control means for generating a counter reaction torque is provided.

  In the invention according to claim 5, (a) the second rotating element is connected to reaction force motors included in the plurality of electric motors, and (b) the reaction force torque control means is the reaction force motor. To generate the reaction torque.

  In the invention according to claim 6, (a) an engagement device is coupled to the second rotation element, and (b) the reaction force torque control means is configured to engage the reaction device with the reaction force torque. Is generated.

  The invention according to claim 7 is characterized in that an internal combustion engine is connected to any one of the plurality of rotating elements.

  The invention according to claim 8 is characterized in that the vehicle can travel by driving at least one electric motor included in the plurality of electric motors.

  According to the control device for a vehicle power transmission device of the first aspect of the invention, when the motor control means operates one or more of the plurality of motors, the output torque and rotation of each motor. Since the speed is determined so that the energy transmission efficiency between the electric energy source and the driving wheel approaches its maximum value, the vehicle can travel with good energy transmission efficiency (energy transmission efficiency). . As a result, for example, it is possible to expect effects such as an increase in the cruising distance in traveling using an electric motor as a driving force source. In addition, since the rotational speed of each motor operated by the motor control means can be prevented from being restrained on a one-to-one basis with respect to the vehicle speed by shifting the speed change portion, only the output torque of each of the motors can be obtained. It is possible to adjust the rotation speed appropriately. Therefore, compared with what adjusts only the output torque of each said electric motor so that the said energy transmission efficiency may become the maximum value, the vehicle driving | running with the said energy transmission efficiency can be performed further.

  Here, operating one or more of the plurality of motors means operating some or all of the plurality of motors.

  Preferably, the output torque of the electric motor means not only the output torque of the electric motor during power running but also the output torque when the electric motor regenerates electric power.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, the motor control means, when operating one or more of the plurality of motors, the output torque and rotation of each motor. Since the speed is determined so that the energy transmission efficiency from the electric energy source to the drive wheels approaches its maximum value, the vehicle can travel with good energy transmission efficiency during powering by the motor.

  According to the control device for a vehicle power transmission device of the invention according to claim 3, the motor control means operates the output torque and rotation of each motor when operating one or more of the plurality of motors. Since the speed is determined so that the energy transfer efficiency from the driving wheel to the electric energy source approaches its maximum value, when electric power is regenerated by the electric motor such as when braking the vehicle, the electric energy source Efficient charging can be performed.

  According to the control device for a vehicle power transmission device of the invention according to claim 4, (a) the first motor included in the plurality of motors includes an output shaft of the differential mechanism among the plurality of rotating elements. (B) when the output torque of the first electric motor is transmitted to the drive wheel, the reaction force torque control means is not the first rotation element and the Since the reaction force torque that opposes the output torque of the first motor is generated in the second rotating element not including the output shaft, the first motor connected to the first rotating element not including the output shaft is used for traveling. It can be used as a driving force source. Further, the regeneration of electric power can be performed by operating the first electric motor at the time of vehicle braking or the like.

  According to the control device for a vehicle power transmission device of the invention according to claim 5, the reaction force torque control means generates the reaction force torque by the reaction force motor connected to the second rotating element. It is possible to generate the reaction force torque with high responsiveness by electrical control.

  According to the control device for a vehicle power transmission device of the sixth aspect of the invention, the reaction force torque control means generates the reaction force torque by the engagement of the engagement device connected to the second rotation element. Therefore, it is possible to generate the reaction torque while suppressing power consumption.

  Here, the engagement device is a mechanical engagement device such as a friction engagement device, a one-way clutch, or a dog clutch, for example.

  According to the control device for a vehicle power transmission device of the invention according to claim 7, since the internal combustion engine is connected to any of the plurality of rotating elements, the internal combustion engine is used as a driving force source for traveling. Can do. When the internal combustion engine is used as a driving force source for traveling, the rotational speed of the internal combustion engine can be controlled without being restricted by the vehicle speed by utilizing the differential action of the differential mechanism. Therefore, the fuel consumption rate of the internal combustion engine can be reduced.

  Here, preferably, the reaction force torque control means generates the reaction force torque that makes the rotation speed of the internal combustion engine zero.

  Preferably, the internal combustion engine is connected to the second rotating element.

  According to the control device for a vehicle power transmission device of the invention according to claim 8, it is possible to run by driving at least one electric motor included in the plurality of electric motors, so that only the driven electric motor is driven. In the traveling state in which the energy transmission efficiency is better when the other driving motor is driven together, the vehicle traveling with the higher energy transmission efficiency can be performed.

  Here, preferably, the number of the plurality of rotating elements is 3 or 4.

  Preferably, an electric differential unit in which the differential state of the differential mechanism is controlled by controlling the operating state of the first electric motor includes the differential mechanism and the first electric motor. ing.

  Preferably, in the power transmission path between the internal combustion engine and the drive wheel, the internal combustion engine, the electric differential unit, the transmission unit, and the drive wheel are connected in this order.

  Preferably, the differential mechanism transmits power to the first rotating element connected to the first electric motor so as to be able to transmit power, a second rotating element connected to be able to transmit power to the internal combustion engine, and the driving wheel. It is a single pinion type planetary gear device having a third rotating element that is connected to each other. The first rotating element is a sun gear of the planetary gear device, the second rotating element is a carrier of the planetary gear device, and the third rotating 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, a second electric motor included in the plurality of electric motors is connected to the third rotating element.

  Preferably, the overall transmission ratio of the vehicle power transmission device is formed based on the transmission ratio of the transmission unit and the transmission ratio of the differential mechanism. In this way, a wide driving force can be obtained by utilizing the gear ratio of the transmission unit.

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

  The control device of the present invention is used in, for example, a hybrid vehicle. FIG. 1 is a skeleton diagram illustrating a 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 rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to a vehicle body. And a differential portion 11 directly connected to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and the differential portion 11 and the drive wheel 38 (see FIG. 6). An automatic transmission unit 20 connected in series via a transmission member (transmission shaft) 18 in the power transmission path therebetween, and an output rotation member 22 connected to the automatic transmission unit 20 are provided in series. Furthermore, the power transmission device 10 includes an input shaft brake Bin that can selectively connect the input shaft 14 to the case 12. The rotation of the input shaft 14 and the engine 8 connected thereto can be fixed by the engagement of the input shaft brake Bin corresponding to the engagement device of the present invention, and the input shaft brake Bin is basically released. However, it is engaged when it is necessary to fix the rotation of the input shaft 14 during motor running described later.

  The power transmission device 10 is preferably used for an FR (front engine / rear drive) type vehicle that is vertically installed in a vehicle, and is directly connected to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling 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 38 (see FIG. 6) are provided. The differential gear device (final reduction gear) 36 and a pair of axles constituting a part of the power transmission path are sequentially transmitted to the left and right drive wheels 38.

  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 differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14, and serves as a differential mechanism that distributes the output of the engine 8 to the first electric motor M <b> 1 and the transmission member 18. The power distribution mechanism 16, the first electric motor M <b> 1 connected to the power distribution mechanism 16 so as to be able to transmit power, and a transmission member 18 that is an output shaft of the power distribution mechanism 16 are provided to rotate integrally. And a second electric motor M2. The differential unit 11 is an electric differential unit that controls the differential state of the power distribution mechanism 16 by controlling the operation state of the first electric motor M1 when the power distribution mechanism 16 is differential. Function. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function, but the first motor M1 that functions as a differential motor for controlling the differential state of the power distribution mechanism 16 is: At least a generator (power generation) function for generating a reaction force is provided. The second electric motor M2 connected to the drive wheel 38 so as to be able to transmit power is provided with at least a motor (electric motor) function in order to function as a traveling motor that outputs driving force as a driving force source for traveling. Hereinafter, when the first motor M1 and the second motor M2 are not particularly distinguished, they are simply referred to as the motor M. The first electric motor M1 and the second electric motor M2 correspond to a plurality of electric motors of the present invention.

  The power distribution mechanism 16 corresponding to the differential mechanism of the present invention is a differential mechanism connected between the engine 8 and the drive wheel 38, and has a predetermined gear ratio ρ0 of about “0.418”, for example. A single pinion type differential planetary gear unit 24, a switching clutch C0 and a switching brake B0 are mainly provided. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). In other words, the power distribution mechanism 16 does not include the plurality of rotating elements RE1, RE2, RE3, specifically, the output shaft (transmission member 18) of the power distribution mechanism 16, and corresponds to the first differential sun gear S0. A rotation element RE1, a second rotation element RE2 corresponding to the differential carrier CA0 that is not the first rotation element RE1 and does not include the output shaft (transmission member 18), and the output shaft (transmission member 18). And a third rotating element RE3 corresponding to the differential ring gear R0. The first rotating element RE1 is connected to the first electric motor M1 so that power can be transmitted, the second rotating element RE2 is connected to the engine 8 and the input shaft brake Bin, and the third rotating element RE3 is connected to the third rotating element RE3. The input sides of the second electric motor M2 and the automatic transmission unit 20 are connected so as to be able to transmit power. If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 includes a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, respectively. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, A part of the output of the distributed engine 8 is stored by the electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, so that the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set in a so-called continuously variable transmission state (electric CVT state) so that the transmission member 18 continuously rotates regardless of the predetermined rotation of the engine 8. It is varied. That is, when the power distribution mechanism 16 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained. When the power distribution mechanism 16 is set to the differential state in this way, the operation state of the first electric motor M1 and / or the second electric motor M2 connected to the power distribution mechanism 16 so as to be able to transmit power is controlled, so that the power The differential state of the distribution mechanism 16, that is, the differential state of the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 does not perform the differential action, that is, enters a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the differential sun gear S0 and the differential carrier CA0 are integrally engaged, the power distribution mechanism 16 is connected to the differential planetary gear unit 24. Since the differential part sun gear S0, the differential part carrier CA0, and the differential part ring gear R0, which are the three elements, are all in a locked state where they are rotated, that is, integrally rotated, the differential action is disabled. The differential unit 11 is also in a non-differential state. Further, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the differential unit 11 (power distribution mechanism 16) is a constant functioning as a transmission in which the speed ratio γ0 is fixed to “1”. A shift state, that is, a stepped shift state is set. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the differential sun gear S0 is connected to the case 12, the power distribution mechanism 16 locks the differential sun gear S0 in a non-rotating state. Since the differential action is impossible because the differential action is impossible, the differential unit 11 is also in the non-differential state. Further, since the differential portion ring gear R0 is rotated at a higher speed than the differential portion carrier CA0, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential portion 11 (power distribution mechanism 16) has a gear ratio. A constant speed change state, that is, a stepped speed change state in which γ0 functions as a speed increasing transmission with a value smaller than “1”, for example, about 0.7, is set.

  Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) between the differential state, that is, the non-locked state, and the non-differential state, that is, the locked state. That is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electric differential device, for example, an electric continuously variable transmission operation that operates as a continuously variable transmission whose speed ratio can be continuously changed is possible. A continuously variable transmission state and a gearless state in which an electric continuously variable transmission does not operate, for example, a lock state in which a continuously variable transmission operation is not operated without being operated as a continuously variable transmission, that is, one or more types are locked. A constant speed state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed operation is not possible. one Functions as selectively switches the differential state switching device in the fixed-speed-ratio shifting state to operate as a transmission of one-stage or multi-stage.

Automatic transmission portion 20 functions as a speed ratio γA stepped automatic transmission that can be varied stepwise (= the rotational speed N _{18 /} rotational speed N _OUT of the output rotating member 22 of the transmission member ₁₈₎ , A transmission portion constituting a part of the power transmission path. The automatic transmission unit 20 includes a single pinion type first planetary gear device 26, a single pinion type second planetary gear device 28, and a single pinion type third planetary gear device 30. 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, 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 sun gear S3 via the 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, If 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 rotating member 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to the first clutch C1. Is selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, at least one of the first clutch C1 and the second clutch C2 is engaged so that the power transmission path can be transmitted, or the first clutch C1 and the second clutch C2 are disengaged. The power transmission path is in a power transmission cutoff state.

  The switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, the second brake B2, the third brake B3, and the input shaft brake Bin are conventional stepped automatic transmissions for vehicles. 1 is a wet type multi-plate type in which a plurality of stacked friction plates are pressed by a hydraulic actuator, or one wound around the outer peripheral surface of a rotating drum. Alternatively, one end of each of the two bands is configured by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting members on both sides on which the band is interposed.

In the power transmission device 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake B1, second brake B2, and third brake B3 are selectively engaged and operated, so that any one of the first speed gear stage (first gear stage) to the fifth speed gear stage (fifth gear stage) is selected. Alternatively, a reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratio γ (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output rotary member 22) that changes approximately in a ratio. Is obtained for each gear stage. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the power transmission device 10, the differential unit 11 and the automatic transmission unit 20 that are brought into the constant transmission state by engaging any of the switching clutch C 0 and the switching brake B 0 operate as a stepped transmission. A stepped speed change state is configured, and the differential part 11 and the automatic speed changer 20 that are brought into a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0 are operated as an electric continuously variable transmission. The continuously variable transmission state is configured. In other words, the power transmission device 10 is switched to the stepped shift state by engaging any of the switching clutch C0 and the switching brake B0, and does not engage any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

  For example, when the power transmission device 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. A first gear that is approximately “3.357” is established, and the gear ratio γ2 is smaller than the first gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A second gear that is about "2.180" is established, and the gear ratio γ3 is smaller than the second gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the first brake B1. For example, the third speed gear stage of about “1.424” is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. The fourth speed gear stage which is about “1.000” is established, and the gear ratio γ5 is smaller than the fourth speed gear stage due to the engagement of the first clutch C1, the second clutch C2 and the switching brake B0. For example, the fifth gear stage which is about “0.705” is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, B2, B3, and Bin are released.

  However, when the power transmission device 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Accordingly, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio (total gear ratio) γT of the power transmission device 10 as a whole can be obtained continuously.

FIG. 3 illustrates a gear stage in a power transmission device 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. shows the lower horizontal line X1 rotational speed zero of the horizontal lines, the upper horizontal line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input shaft 14, horizontal line XG Indicates the rotational speed of the transmission member 18.

  Also, the three vertical lines Y1, Y2, Y3 corresponding to the three elements RE1, RE2, RE3 of the power distribution mechanism 16 constituting the differential unit 11 are the first rotation element (first element) RE1 in order from the left side. Relative rotational speed of the differential part ring gear R0 corresponding to the differential part sun gear S0 corresponding to, the differential part carrier CA0 corresponding to the second rotational element (second element) RE2, and the third rotational element (third element) RE3. These intervals are determined according to the gear ratio ρ0 of the differential planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the second sun gear S2, the first carrier CA1 corresponding to the fifth rotation element (fifth element) RE5, the third ring gear R3 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element ( Seventh element) The first ring gear R1, the second carrier CA2, and the third carrier CA3 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The two ring gear R2 and the third sun gear S3 are respectively represented, and the distance between them is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential section 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ0. Further, in the automatic transmission unit 20, the space between the sun gear and the carrier is set at an interval corresponding to "1" for each of the first, second, and third planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism 16 (differential portion 11) has the second rotating element RE2 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the first rotating element (differential sun gear S0) RE1 via the switching clutch C0, and the first rotating element RE1 is connected to the first rotating element RE1. 1 is connected to the electric motor M1 and selectively connected to the case 12 via the switching brake B0, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2 to be input. The rotation of the shaft 14 is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when the switching clutch C0 and the switching brake B0 are released to switch to a continuously variable transmission state (differential state), the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. If the rotation speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant when the rotation of the differential portion sun gear S0 indicated by is increased or decreased, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. , the rotational speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 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 an output rotating member. 22 and the eighth rotating element RE8 is selectively connected to the transmission member 18 via the first clutch C1.

In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 And a diagonal line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output rotational member 22 The rotational speed of the output rotating member 22 at the first speed is shown at the intersection with. Similarly, 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 rotating member 22. Indicates the rotation speed of the output rotating member 22 of the second speed, and the seventh rotation connected to the output rotating member 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 rotating member 22 at the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the element RE7, and is a horizontal straight line determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the fourth output rotation member 22 is indicated by the intersection of L4 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output rotation member 22. Power from the aforementioned first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Is entered. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second Output of the fifth speed at the intersection of the horizontal straight line L5 determined by the engagement of the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output rotating member 22 The rotational speed of the rotating member 22 is shown.

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

The electronic control unit 40 includes a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH , a rotation speed N _{M1 of} the first electric motor _M1 (hereinafter referred to as “first electric motor”) from each sensor and switch shown in FIG. signal representative of) that the rotational speed _{N M1} ", the rotational speed _{N M2} of the second electric motor M2 (hereinafter," second electric motor speed _{N M2} "hereinafter) signal representing the engine speed _{N E} is the rotational speed of the engine 8 , A signal indicating a gear ratio train set value, a signal for instructing an M mode (manual transmission travel mode), an air conditioner signal indicating the operation of the air conditioner, and a vehicle speed V corresponding to the rotational speed N _OUT of the output rotating member Signal, oil temperature signal indicating the operating oil temperature of the automatic transmission unit 20, signal indicating the side brake operation, signal indicating the foot brake operation, catalyst temperature signal indicating the catalyst temperature, operation Accelerator pedal operation signal (accelerator opening) Acc accelerator opening signal, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto An auto-cruise signal indicating cruise traveling, a vehicle weight signal indicating the weight of the vehicle, a wheel speed signal indicating the wheel speed of each wheel, a signal indicating the air-fuel ratio A / F of the engine 8, and the like are supplied.

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

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

  The shift lever 49 is in a neutral position where the power transmission path in the power transmission device 10, that is, the automatic transmission unit 20 is cut off, that is, in a neutral state, and the parking position “P” for locking the output rotating member 22 of the automatic transmission unit 20. (Parking) ”, reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”for neutral state where the power transmission path in the power transmission device 10 is cut off, power transmission The automatic shift control described above is established by establishing a forward automatic shift travel position “D (drive)” or a manual shift travel mode (manual mode) in which automatic shift control is executed within a change range of the total gear ratio γT that can be shifted by the apparatus 10. Forward manual shift travel position “M (manifold) for setting a so-called shift range that limits the high-speed gear position in It is provided so as to be manually operated to Al) ".

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 49, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 42 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 49 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 49 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 49 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released, and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the "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 for explaining the main part of the control function provided in the electronic control unit 40. In FIG. 6, the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 54 determines the vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (shift diagram, shift map) shown in FIG. Based on the vehicle state indicated by the above, it is determined whether or not the shift of the automatic transmission unit 20 should be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determined shift stage is obtained. Shifting of the automatic transmission unit 20 is executed. At this time, the stepped shift control means 54 engages and / or engages the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. A release command (shift output command) is output to the hydraulic control circuit 42. The accelerator opening Acc and the required output torque T _OUT (vertical axis in FIG. 7) of the automatic transmission unit 20 have a correspondence relationship in which the required output torque T _OUT increases in accordance with the increase in the accelerator opening Acc. Therefore, the vertical axis of the shift diagram in FIG. 7 may be the accelerator opening Acc.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the power transmission device 10, that is, the differential state of the differential unit 11, while driving the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the force distribution and the reaction force generated by the first motor M1 so as to be optimized. For example, at the traveling vehicle speed at that time, the vehicle target (request) output is calculated from the accelerator pedal operation amount (accelerator opening) Acc and the vehicle speed V as the driver output request amount, and the vehicle target output and the charge request value are calculated. To calculate the required total target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so that the total target output can be obtained. so that the resulting engine 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. Thus, the hybrid control means 52 functions as an electric motor control means for controlling the first electric motor M1 and the second electric motor M2.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such 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 52, for example, drivability when continuously-variable shifting control in the output torque in the two-dimensional coordinates to the (engine torque) T _E parameters of the engine rotational speed N _E and the engine 8 as shown in FIG. 8 An optimum fuel consumption rate curve L _EF (fuel consumption map, relationship), which is a kind of operation curve of the engine 8 that has been experimentally determined in advance so as to achieve both fuel efficiency and fuel efficiency, is stored in advance, and the optimum fuel consumption rate curve L For example, the target output (total target output, required driving force) is satisfied so that the engine 8 can be operated while the operating point P _EG of the engine 8 (hereinafter referred to as “engine operating point P _EG ”) is aligned with the _EF. Target value of the total gear ratio γT of the power transmission device 10 so that the engine torque T _E and the engine rotation speed N _E for generating the engine output necessary for this are obtained. And the gear ratio γ0 of the differential section 11 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within the changeable range of the gearshift, for example, in the range of 13 to 0.5. Here, the above-mentioned engine operating point P _EG, the operating state of the engine 8 in the engine rotational speed N _E and the two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E This is the operating point shown.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 58. The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. The power storage device 60 is an electrical energy source capable of transferring power to the plurality of electric motors M1 and M2, and is, for example, a battery such as a lead storage battery or a capacitor.

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

The solid line A in FIG. 7 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor M, in other words, the engine 8 is used as the driving force source for running. So-called engine running for starting / running the vehicle (hereinafter referred to as running), and so-called motor running for running the vehicle using one or both of the first electric motor M1 and the second electric motor M2 as a driving force source for running. This is a boundary line between the engine travel region and the motor travel region for switching. The pre-stored relationship having a boundary line (solid line A) for switching between motor traveling shown in FIG. 7, that is, EV traveling similar to that of an electric vehicle, and engine traveling is an output torque that is a vehicle speed V and a driving force related value. It is an example of a driving force source switching diagram (driving force source map) composed of two-dimensional coordinates with T _OUT as a parameter. This driving force source switching diagram is stored in advance in the storage means 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

Then, the hybrid control means 52 determines, for example, between the motor travel region (EV travel region) and the engine travel region based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the driving force source switching diagram of FIG. It is determined which is the motor running or engine running. As described above, as shown in FIG. 7, the motor running by the hybrid control means 52 is generally performed at a relatively low output torque T _OUT , that is, when the engine efficiency is low compared to the high torque range, that is, the low engine torque T. It is executed at _E or when the vehicle speed V is relatively low, that is, in a low load range.

  The hybrid control means 52 switches an engine start / stop control means 66 for switching the operation state of the engine 8 between the operation state and the stop state, that is, for starting and stopping the engine 8 in order to switch between engine travel and motor travel. I have. The engine start / stop control means 66 starts or stops the engine 8 when the hybrid control means 52 determines, for example, switching between motor travel and engine travel based on the vehicle state from the driving force source switching diagram of FIG. Execute.

For example, the engine start / stop control means 66, as indicated by the point a → the point b of the solid line B in FIG. 7, the accelerator pedal 41 is depressed to increase the required output torque T _OUT and the vehicle state changes from the motor travel region to the engine. when the changes to the running region, by raising the first electric motor speed N _M1 is energized to the first electric motor M1, i.e. it to function first electric motor M1 as a starter, raising the engine rotational speed N _E, performing starting of the engine 8 so as to ignite a predetermined engine speed N _{E 'for} example autonomous rotatable engine speed N _E at the ignition device 99, switching from the motor running by the hybrid control means 52 to the engine running. At this time, engine start stop control means 66 may be pulled up until the engine rotational speed N _E promptly predetermined engine rotational speed N _{E 'by} raising the first electric motor speed N _M1 quickly. Thereby, the resonance region in the engine rotation speed region below the well-known idle rotation speed N _EIDL can be quickly avoided, and the vibration at the start is suppressed.

Further, the engine start / stop control means 66, as indicated by the point b → point a of the solid line B in FIG. 7, the accelerator pedal 41 is returned to reduce the required output torque T _OUT and the vehicle state changes from the engine travel region to the motor travel. In the case of changing to the region, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the engine traveling by the hybrid control means 52 is switched to the motor traveling. At this time, engine start stop control means 66 may lower the engine rotational speed N _E to promptly zeroed or nearly zeroed by lowering the first electric motor speed N _M1 quickly. As a result, the resonance region can be quickly avoided, and vibration during stoppage is suppressed. Alternatively, engine start stop control means 66, before the fuel cut lower the engine rotational speed N _E by pulling down the first electric motor speed N _M1, the engine to the fuel cut at a predetermined engine speed N _{E '8} May be stopped.

  Further, the hybrid control means 52 can perform torque assist for assisting the power of the engine 8 by driving one or both of the first electric motor M1 and the second electric motor M2. Therefore, in this embodiment, it is assumed that traveling of a vehicle using both the engine 8 and the electric motor M as driving power sources for traveling is included in engine traveling instead of motor traveling.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the remaining charge SOC of the power storage device 60 decreases when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8 and the first motor is generated. Even if the rotation speed of M1 is increased and the second motor rotation speed N _M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) when the vehicle is stopped, the engine rotation speed N is caused by the differential action of the power distribution mechanism 16. _E is maintained above the rotational speed at which autonomous rotation is possible.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. the engine rotational speed N _E is caused to maintain the arbitrary rotation speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed N _E, while maintaining the second-motor rotation speed N _M2, bound with the vehicle speed V substantially constant first 1 Increase the motor rotation speed _NM1 .

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

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

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

  For example, when the fifth speed gear stage is determined by the acceleration side gear stage determination means 62, the so-called overdrive gear stage in which the speed ratio is smaller than 1.0 is obtained for the entire power transmission device 10. Therefore, the switching control means 50 releases the switching clutch C0 and engages the switching brake B0 so that the differential unit 11 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. The command is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that it is not the fifth speed gear stage, the switching control is performed in order to obtain a reduction side gear stage having a gear ratio of 1.0 or more as the entire power transmission device 10. The means 50 instructs the hydraulic control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. Output. As described above, the power transmission device 10 is switched to the stepped shift state by the switching control means 50, and is selectively switched to be one of the two types of shift steps in the stepped shift state. 11 is made to function as a sub-transmission, and the automatic transmission unit 20 in series with it functions as a stepped transmission, whereby the entire power transmission device 10 is made to function as a so-called stepped automatic transmission.

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

Here, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 7 is an upshift line, and the alternate long and short dash line is a downshift line. A shift diagram in which the upshift line and the downshift line are also provided in the motor travel region of FIG. 7 is also conceivable. In this embodiment, the stepped shift control means 54 is connected to the hybrid during the motor travel. Since the automatic transmission 20 is shifted based on an instruction from the control means 52, the upshift line and the downshift line are not provided in the motor travel region.

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

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

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

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and is not only the driving torque or driving force at the driving wheels 38, but also, for example, the output torque T _OUT of the automatic transmission unit 20, the engine torque T _E, and the vehicle acceleration, for example, the accelerator opening or the throttle valve opening theta _{TH (or} intake air quantity, air-fuel ratio, fuel injection amount) and the engine torque T _E which is calculated based on the engine rotational speed N _E, etc. Required (target) engine torque T _E calculated based on the actual value of the driver, the accelerator pedal operation amount or the throttle opening, etc., the required (target) output torque T _{OUT of} the automatic transmission unit 20, the required driving force, etc. May be an estimated value. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

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

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

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

  Thus, the differential section 11 (power transmission device 10) of this embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and is controlled by the switching control means 50. A shift state to be switched by the differential unit 11 is determined based on the vehicle state, and the differential unit 11 is selectively switched between a continuously variable transmission state and a stepped transmission state. In this embodiment, the hybrid control means 52 executes motor travel or engine travel based on the vehicle state. In order to switch between engine travel and motor travel, the engine start / stop control means 66 controls the engine 8. Starts or stops.

9, the first electric motor speed N _M1 during motor running of this _embodiment, the second electric motor rotation speed N _M2, a collinear chart representing the engine rotational speed N _E, to the vertical line Y1 in FIG. 9 Y3 is the same as that in FIG. FIG. 9A illustrates motor traveling that causes the vehicle to travel using the second electric motor M2 as a driving power source for traveling. FIG. 9B illustrates driving for driving the first electric motor M1. The motor traveling that causes the vehicle to travel as a force source will be described. As shown in FIG. 9A, when the vehicle travels using the second electric motor M2 as a driving force source for traveling, the hybrid control means 52 idles the first electric motor rotational speed _NM1 at a negative rotational speed. Then, the output torque T _M2 (hereinafter referred to as “second motor torque T _M2 ”) is output to the second electric motor _M2 . At this time, the engine 8 is the rotational speed N _E is maintained at zero or substantially zero by the rotational resistance, the input shaft brake Bin is released.

On the other hand, as shown in FIG. 9B, when the vehicle travels with the first electric motor M1 as a driving power source for traveling, the hybrid control means 52 causes the first electric motor M1 to output torque T _M1 (hereinafter referred to as “output torque T _M1” ). "first-motor torque T _M1" represents a) to output a therewith together, reaction torque control means 74 included in the hybrid control means 52, an input shaft brake Bin a reaction torque to oppose to the output torque T _M1 It is generated by the engagement, secured to zero engine speed N _E. That is, the first electric motor torque T _M1 during motor running, since it alone is not transmitted to the drive wheels 38, when the first electric motor torque T _M1 is transmitted to the drive wheels 38, specifically, both electric motors M1 , M2 or the first electric motor M1 as a driving force source for traveling, the reaction force torque control means 74 applies the reaction force to the second rotating element RE2 connected to the engine 8. is generated by the engagement of the input shaft brake Bin torque is fixed to zero engine speed N _E. Thus, since the power transmission device 10 includes the input shaft brake Bin that can generate the reaction torque in the second rotating element RE2, the vehicle of this embodiment includes at least one of the plurality of electric motors. It is possible to travel (motor travel) by driving one motor, that is, driving one of the first motor M1 and the second motor M2.

  By the way, in the motor running, electric power is supplied to the electric motor M and it is exhibited as a driving force. That is, in the motor running, the electric energy supplied from the power storage device 60 that is an electric energy source is mechanical energy by the electric motor M. Is converted to The efficiency at which energy is transmitted and converted between the power storage device 60 and the electric motor M, that is, the energy efficiency of the electric motor M is, for example, as shown in FIG. 10, the rotational speed and the output torque of the electric motor M are parameters. Can be obtained experimentally. FIG. 10 shows an example of an energy efficiency map that is a relationship between the energy efficiency of one electric motor M and the rotational speed and output torque of the electric motor M, and is 70% to 90% of FIG. The display shows the energy efficiency of the electric motor M in each region. As can be seen from the relationship between the 20 kW equi-power curve shown by the two-dot chain line in FIG. 10 and the above energy efficiency, generally, if the same output (for example, 20 kW) is exhibited by the motor M, a low rotational speed / The energy efficiency of the electric motor M tends to be improved at a higher rotational speed and lower output torque than at a high output torque. That is, even if the output of the electric motor M (the unit is, for example, “kW”) does not change, the energy efficiency of the electric motor M depends on the rotation speed. The energy efficiency map is usually different between the first electric motor M1 and the second electric motor M2, but in the following description, the energy efficiency map is the first electric motor M1 and the second electric motor for easy understanding. Explanation will be made assuming that M2 is the same.

For example, a case where the engine 8 is stopped, the gear ratio γA of the automatic transmission unit 20 and the vehicle speed V are constant, and the output of 20 kW is exerted by driving the first electric motor M1 or the second electric motor M2 will be described. This will be described with reference to FIG. 11A shows an energy efficiency map of the second electric motor M2, FIG. 11B shows an energy efficiency map of the first electric motor M1, and in FIGS. 11A and 11B, the driving force source is shown. Except for the difference between the second electric motor M2 and the first electric motor M1, they are in the same running state. A point PD _M2 shown in FIG. 11A is an operating point PD _M2 of the second electric motor M2 indicating the rotational speed _NM2 and the output torque T _M2 of the second electric motor M2, and the operation is shown in FIG. energy shows the point PD _M2 efficiency is about 80%. On the other hand, a point PD _M1 shown in FIG. 11B is an operating point PD _M1 of the first electric motor M1 indicating the rotational speed _NM1 and the output torque T _M1 of the first electric motor _M1 , and in FIG. energy efficiency indicated by the operating point PD _M1 is about 90%. From a comparison between FIGS. 11A and 11B, in the motor running in the running state of FIG. 11, the driving power source for running is changed from the second electric motor M2 to the first as shown by the arrow AR01 in FIG. How to the motor M1 becomes higher the energy efficiency, because the most motor power storage device by the energy efficiency of the M 60 from (electric energy source) the quality of the energy transfer efficiency EF _E to the drive wheels 38 are those determined, its energy transfer efficiency EF _E also increases. Energy transmission efficiency EF _E from the battery 60 to the drive wheels 38, if it is not the power consumption and the like auxiliary devices, for example, an output that is exerted by the drive wheels 38 to the power consumed by the power storage device 60 (e.g. , The unit is “kW”).

Next, an example of a traveling state different from that in FIG. 11 will be described with reference to FIG. In FIG. 12, as in FIG. 11, for example, the engine 8 is stopped, the speed ratio γA of the automatic transmission unit 20 and the vehicle speed V are fixed, and an output of 20 kW is exhibited by driving the first electric motor M1 or the second electric motor M2. FIG. 12 is a diagram illustrating a comparison of the vehicle speed V and the traveling state such as the gear ratio γA of the automatic transmission unit 20 with respect to FIG. 11. 12A shows an energy efficiency map of the second electric motor M2, FIG. 12B shows an energy efficiency map of the first electric motor M1, and FIGS. 12A and 12B show the driving force. The driving states are the same with each other except that the source is different between the second electric motor M2 and the first electric motor M1. In FIG. 12A, the energy efficiency indicated by the operating point PD _M2 of the second electric motor M2 is about 90%. On the other hand, the energy efficiency indicated by the operating point PD _M1 of the first electric motor M1 in FIG. 11B is about 86%. From comparison between FIGS. 12A and 12B, in the motor traveling in the traveling state of FIG. 12, the driving power source for traveling is changed from the second electric motor M2 to the first as shown by the arrow AR02 in FIG. if the the motor M1, the energy efficiency is lowered, thereby also lowering the energy transfer efficiency EF _E from the electric storage device 60 (electric energy source) to the drive wheels 38.

11 and 12, when the motor is running, the driving power source for running can be selected from the first electric motor M1 and the second electric motor M2 according to the running state at that time. considered drive power source can improve the energy transfer efficiency EF _E than is limited. 11 and 12 describe the case of driving either the first electric motor M1 or the second electric motor M2 for easy understanding, but the first electric motor M1 is used during motor traveling. considered when in addition to the case where one is driven with the second electric motor M2, so both electric motors M1, M2 who is also considered to be combination is more, can improve the energy transfer efficiency EF _E It is done.

Accordingly, in this embodiment, when the motor travel is performed, the output ratio (driving percentage) RT _M between the first electric motor M1 as a driving power source and the second electric motor M2 is the energy transmission efficiency EF _E Adjusted to improve. Hereinafter, the main part of the control function will be described. In the following description of the present embodiment, power running during motor running is taken as an example. Regeneration of electric power while the motor is running will be described in a second embodiment described later.

Returning to FIG. 6, as described above, the hybrid control means 52 functioning as the motor control means performs the motor travel when it is determined that the motor travel is performed based on the driving force source switching diagram of FIG. 7. In this case, one or more of the plurality of motors, that is, one or both of the first motor M1 and the second motor M2 are driven. In addition to the above-described functions, the hybrid control unit 52 operates either one or both of the first electric motor M1 and the second electric motor M2 during motor travel, and outputs ratios of the first electric motor M1 and the second electric motor M2 ( Driving ratio) RT _M , specifically, the output torques T _M1 and T _M2 and the rotational speeds N _M1 and N _M2 of the first motor M1 and the second motor M2 are driven with the power storage device 60 (electric energy source). energy transmission efficiency EF _E between the wheel 38 is determined so as to approach the maximum value thereof. In other words, the hybrid control means 52 uses the output torques T _M1 and T _M2 and the rotational speeds N _M1 and N _{M2 based} on the energy transfer efficiency EF _E from the power storage device 60 (electric energy source) to the drive wheels 38. Decide to approach the highest value of.

Therefore, the output ratio (driving percentage) energy transfer efficiency map is a relationship between the RT _M and the energy transfer efficiency EF _E of the first and second electric motors M1 and M2 is obtained by experiment in advance, the hybrid control means 52, The energy transfer efficiency map is stored. Energy transmission efficiency map stored in the hybrid control means 52, and the rotational speed N ₁₈ of the power transmitting member 18, which is calculated from the gear position of the vehicle speed V and the automatic transmission portion 20, the vehicle is determined based on the accelerator opening Acc This is an energy transfer efficiency map using these as parameters. FIG. 13 shows an example of the energy transmission efficiency map when the rotation speed N _{18 of the} transmission member ₁₈ (hereinafter referred to as “transmission member rotation speed N ₁₈ ”) and the target output of the vehicle have a specific value. It becomes like this.

Here, when the motor is running, in the collinear chart as shown in FIGS. 9A and 9B, the engine speed _NE is set to zero or substantially zero, the second electric motor M2 rotates in the positive direction, Although the first motor M1 rotates in the negative direction, the first motor rotation speed N _M1 (absolute value) is higher than the second motor rotation speed N _{M2 because} of the relationship with the gear ratio ρ0 of the differential planetary gear device 24. . As shown in FIG. 10, generally, if the same output (unit: “kW”, for example) is exhibited by the electric motor M, the higher rotational speed / lower output torque than the lower rotational speed / higher output torque. However, the energy efficiency of the electric motor M tends to be improved. Thus, in FIG. 13, the energy transfer efficiency EF _E when the first electric motor M1 to the high-speed rotation than the second electric motor M2 is driven at 100% operating rate RT _M is operating the second electric motor M2 is 100% is higher relative energy transfer efficiency EF _E when driven at a rate RT _M. Further, as can be seen from the relationship between the energy efficiency map in FIG. 10 and the equal power curve (two-dot chain line in FIG. 10), the energy efficiency of the motor M is unilaterally increased as the motor M rotates more rapidly. not because the highest point P _MAX indicating the highest value of the energy transmission efficiency EF _E in FIG. 13 will indicate a driving percentage RT _MAX which both the first electric motor M1 and the second electric motor M2 is driven.

14, when the motor travel, when it is certain value the output of the entire vehicle speed V and the power transmission device 10, an output ratio (driving percentage) of the first and second electric motors M1 and M2 RT _M and the automatic transmission portion It is the figure which represented notionally the relationship with 20 gear ratio (gamma) A. Here, if a vehicle speed V is constant, the more the speed change ratio γA decreases, i.e., as the gear position of the automatic transmission portion 20 is shifted to the high vehicle speed side, the second electric motor rotation speed N _M2 is low energy efficiency of the second electric motor M2 is reduced, for example, the highest point P _MAX energy transmission efficiency EF _E in FIG. 13 is 100% of the first electric motor M1 in the side (Fig. 13 to increase the operating rate of the first electric motor M1 ). Therefore, in FIG. 14, the operation ratio of the first electric motor M1 increases as the speed ratio γA of the automatic transmission unit 20 decreases.

Based on the relationships illustrated in FIG. 13 and FIG. 14, the hybrid control means 52 outputs the output torques T _M1 and T _{M2 of} the first electric motor M1 and the second electric motor M2 when driving the electric motor M during motor travel. and the rotational speed N _M1, N _M2, but the energy transfer efficiency EF _E is determined so as to approach the maximum value of it, in particular for example, the following process is performed.

First, when it is determined that the motor travel is to be executed, the hybrid control means 52 determines the target output of the vehicle (for example, “kW”) from the accelerator opening Acc and the like, and determines the automatic transmission unit 20 from the vehicle speed V. The transmission member rotational speed N ₁₈ corresponding to each gear stage (each gear stage) is calculated. Then, the hybrid control means 52 identifies the energy transmission efficiency map (see FIG. 13) for each gear stage based on the target output of the vehicle and the transmission member rotation speed N ₁₈ corresponding to each gear stage, by finding the highest point P _MAX energy transmission efficiency EF _E in the energy transfer efficiency map for each gear position of the automatic transmission portion 20. Then, the hybrid control means 52 compares the energy transfer efficiency EF _E indicated by each of the highest point P _MAX found per the gear to each other, as a result, each of the maximum obtained for each of the gear determining the gear speed corresponding to the highest point P _MAX indicating the highest energy transmission efficiency EF _E in the point P _MAX as the target gear. Further, the output ratio (operating ratio) RT _M of each of the motors M1 and M2 is indicated by the highest point P _MAX indicating the highest energy transfer efficiency EF _E among the highest points P _MAX obtained for each gear stage. Determine the output ratio RT _MAX . Then, the hybrid control means 52, based on the gear ratio ρ0 gear ratio γA and the vehicle speed V and the differential portion planetary gear set 24 corresponding to the target gear, for example, as a zero engine rotational speed N _E, the first The motor rotation speed N _M1 and the second motor rotation speed N _M2 are respectively determined. Based on the determined output ratio RT _M (RT _MAX ) and the target output of the vehicle, the output required for each of the motors M1, M2 is calculated, and the output required for each of the calculated motors M1, M2 is calculated. A first motor torque T _M1 and a second motor torque T _M2 are respectively determined from the determined first motor rotation speed N _M1 and second motor rotation speed N _M2 .

In this way, the hybrid control means 52 (motor control means 52) includes the first motor rotation speed N _M1 , the second motor rotation speed N _M2 , the first motor torque T _M1 , the second motor torque T _M2 , and After the target gear stage of the automatic transmission unit 20 is determined, an instruction is given to the stepped shift control means 54 to shift the automatic transmission unit 20 to the target gear stage, and the shift of the automatic transmission unit 20 is executed. Let

Then, the hybrid control means 52 uses the first motor _M1 and the second motor T1 that are determined by the first motor rotation speed N _M1 , the second motor rotation speed N _M2 , the first motor torque T _M1 , and the second motor torque T _{M2 determined above} . Operate the electric motor. At this time, for example, when the output ratio RT _{M of} each of the electric motors M1 and M2 is such that the second electric motor M2 is 100%, that is, the hybrid control means 52 causes the first electric motor M1 to idle and the second electric motor M2 to When driving and running the motor, the reaction force torque control means 74 releases the input shaft brake Bin since it is not necessary to cause the second rotating element RE2 to generate the reaction force torque. On the other hand, if the output ratio RT _M is not a second electric motor M2 to 100%, i.e., the hybrid control means 52 is operated the first electric motor M1 or both electric motors M1, M2 when performing motor drive the reaction torque control means 74, in order to transmit the first electric motor torque T _M1 to the driving wheels 38, it is necessary to generate the reaction torque to zero engine speed N _E to the second rotary element RE2 Therefore, the input shaft brake Bin is engaged.

Figure 15 is a main control operation of the electronic control unit 40, i.e., a flow chart for explaining a control operation to improve the energy transfer efficiency EF _E from the electric storage device 60 to the drive wheels 38 in the motor drive, for example, several msec It is repeatedly executed with an extremely short cycle time of about several tens of milliseconds. In the present embodiment, this flowchart is preferably executed during powering.

First, in step (hereinafter, “step” is omitted) SA1 corresponding to the hybrid control means 52, whether or not motor traveling (EV traveling) is executed based on the driving force source switching diagram of FIG. Is judged. Specifically, in the driving force source switching diagram of FIG. 7, the operating point of the power transmission device 10 indicating the vehicle state represented by the accelerator opening Acc or the required output torque T _OUT and the vehicle speed V is the motor travel region. If it belongs to the above, a determination is made to affirm that the motor traveling is executed. If the determination of SA1 is affirmative, that is, if motor travel is executed, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, this flowchart ends.

In SA2 corresponding to the hybrid control means 52, such that the energy transfer efficiency EF _E from the electric storage device 60 to the drive wheels 38 approaches the highest value it, the target gear position of the automatic transmission portion 20, the first electric motor M1 The output torques T _M1 and T _M2 and the rotational speeds N _M1 and N _{M2 of} the second electric motor M2 are determined. For example, in SA2, they are determined as follows.

First, the target output of the vehicle is determined from the accelerator opening Acc and the like, and the transmission member rotational speed N ₁₈ corresponding to each gear stage of the automatic transmission unit 20 is calculated from the vehicle speed V. Then, the energy transmission efficiency map (see FIG. 13) for each gear stage is specified based on the target output of the vehicle and the transmission member rotation speed N ₁₈ corresponding to each gear stage, and thereby the energy transmission efficiency map. the highest point P _MAX energy transmission efficiency EF _E is calculated for each gear position of the automatic transmission portion 20 in. Next, the energy transfer efficiency EF _E indicated by each of the highest point P _MAX found per the gear are compared with each other, as a result, within each of the highest point P _MAX found for each of the gear The gear stage corresponding to the highest point P _MAX indicating the highest energy transfer efficiency EF _E is determined as the target gear stage. Further, the output point (operation rate) RT _{M of} each of the motors M1 and M2 is indicated by the highest point P _MAX indicating the highest energy transfer efficiency EF _E among the highest points P _MAX obtained for each gear stage. The output ratio RT _MAX is determined. Then, based on the gear ratio ρ0 gear ratio γA and the vehicle speed V and the differential portion planetary gear set 24 corresponding to the target gear, for example, as a zero engine rotational speed N _E, the first electric motor speed N _M1 The second motor rotation speed _NM2 is determined. Then, based on the determined output ratio RT _M (RT _MAX ) and the target output of the vehicle, outputs required for the electric motors M1, M2 are calculated, and required for the calculated electric motors M1, M2. A first motor torque T _M1 and a second motor torque T _M2 are respectively determined from the output and the determined first motor rotation speed N _M1 and second motor rotation speed N _M2 .

  Subsequent to SA2, the process proceeds to SA3, and in SA3 corresponding to the hybrid control means 52 and the stepped shift control means 54, a command for shifting the automatic transmission unit 20 to the target gear determined in SA2 is output, and the automatic shift is performed. The gear of the unit 20 is shifted to the target gear. After SA3, the process proceeds to SA4.

In SA4 corresponding to the hybrid control means 52 and the reaction force torque control unit 74, the output ratio RT _M in the first and second electric motors M1 and M2 of the respective motors M1 determined in SA2, M2 is operated. Specifically, the first motor _M1 and the second motor at the first motor rotation speed N _M1 , the second motor rotation speed N _M2 , the first motor torque T _M1 , and the second motor torque T _M2 determined in SA2. Is driven to run the motor. At this time, for example, when the output ratio RT _{M of} each of the motors M1 and M2 is such that the second motor M2 is 100%, that is, the motor in which the first motor M1 is idled and the second motor M2 is operated. When traveling is performed, the input shaft brake Bin may be engaged, but in this embodiment, the input shaft brake Bin is released. On the other hand, if the output ratio RT _M is not a second electric motor M2 to 100%, i.e., when the motor driving the first electric motor M1 or both electric motors M1, M2 is operated is executed, first the combating motor torque T _M1 to generate the reaction torque, the input shaft brake Bin is engaged.

This embodiment has the following effects (A1) to (A6). (A1) According to the present embodiment, the hybrid control means (electric motor control means) 52 operates when either one or both of the first electric motor M1 and the second electric motor M2 is operated during motor travel. each of the output torque _{T M1, T M2} and the rotational speed _{N M1, N M2} of the second electric motor M2, so the power storage device 60 (electric energy source) and energy transfer efficiency EF _E is that of the highest value between the drive wheels 38 since determined to be close to, it is possible to perform good vehicle travel of its energy transmission efficiency EF _E. As a result, for example, an effect of extending the cruising distance in traveling (motor traveling) using the electric motor M as a driving force source can be expected. Further, during motor running, the hybrid control means 52 shifts the automatic transmission unit 20 so that the first motor rotation speed N _M1 and the second motor rotation speed N _M2 are not constrained to the vehicle speed V on a one-to-one basis. Therefore, not only the output torques T _M1 and T _{M2 of} the first electric motor M1 and the second electric motor _M2, but also the rotational speeds N _M1 and N _M2 , the energy transmission efficiency EF _E approaches its maximum value. Can be adjusted appropriately. Therefore, only the output torque T _M1, T _M2 as compared with the case of adjusting so that the energy transfer efficiency EF _E is the maximum value of it, further, to perform a good vehicle travel of the energy transmission efficiency EF _E Can do.

(A2) According to the present embodiment, when the hybrid control means 52 operates either one or both of the first electric motor M1 and the second electric motor M2 during motor running, the hybrid electric control means 52 operates the first electric motor M1 and the second electric motor M2. Since the output torques T _M1 and T _M2 and the rotational speeds N _M1 and N _M2 are determined so that the energy transfer efficiency EF _E from the power storage device 60 (electric energy source) to the drive wheels 38 approaches its maximum value. , it is possible to perform good vehicle travel of the energy transmission efficiency EF _E in power running by the electric motor M.

(A3) According to this embodiment, the first electric motor M1 is connected to the first rotating element RE1, and the reaction torque control means 74 is used when the first electric motor torque _TM1 is transmitted to the drive wheels 38. since generating the reaction force torque opposing to the first electric motor torque T _M1 part to the second rotating element RE2, which is connected to the drive wheels 38 via a differential portion planetary gear set 24 (power distributing mechanism 16) the Motor traveling can be performed using one electric motor M1 as a driving force source for traveling.

  (A4) According to the present embodiment, the reaction force torque control means 74 generates the reaction force torque by the engagement of the input shaft brake Bin which is a hydraulic friction engagement device connected to the second rotation element RE2. Therefore, it is possible to generate the reaction torque while suppressing power consumption.

(A5) According to the present embodiment, the engine 8 is connected to any one of the plurality of rotating elements RE1, RE2, and RE3 included in the power distribution mechanism 16, specifically to the second rotating element RE2. The engine running using the engine 8 as a driving power source for running can be executed. Further, when the engine 8 is a driving force source for running it is capable of controlling the engine speed N _E is not bound with the vehicle speed V by using the differential function of the power distribution mechanism 16 Therefore, the fuel consumption rate of the engine 8 can be reduced.

(A6) The vehicle of this embodiment travels by driving at least one motor included in the plurality of motors, that is, by driving one of the first motor M1 and the second motor M2 (motor traveling). Therefore, when only one of the driven first motor M1 and second motor M2 is used as a driving force source for traveling, the other motors are driven together. in running state becomes better the energy transmission efficiency EF _E than that, it is possible to perform good vehicle travel of its energy transmission efficiency EF _E. That is, a wide range of the output rate (driving percentage) RT _M of the electric motor M1, M2, it is possible to change as the energy transfer efficiency EF _E increases.

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

In the first embodiment described above, with reference to FIG. 6, when one or both of the first electric motor M1 and the second electric motor M2 function as a motor and consume power when the motor is running, the present invention is applied. driving percentage RT _M between the first electric motor M1 and the second electric motor M2, it has been described a control which is adjusted to improve the energy transfer efficiency EF _E between the power storage device 60 and the drive wheels 38 The present invention is not applied only to the case where the electric motor M functions as a motor and consumes electric power, and is also applied to the case where the electric motor M functions as a generator and regenerates electric power when the vehicle is braked. In the present embodiment, the case where the motor M functions as a generator will be described mainly with respect to differences from the first embodiment.

A functional block diagram of the present embodiment is shown in FIG. 6 and is common to the first embodiment. FIG. 16 is a collinear diagram that is basically the same as FIG. 9 of the first embodiment, but since this embodiment is an explanation at the time of power regeneration, the reaction force torque indicated by the arrow, the first motor torque T _M1. The direction of the second electric motor torque _TM2 is opposite to the direction in which the drive wheels 38 are braked, that is, FIG. As shown in FIG. 16 (a), the hybrid control means 52 sets the first motor rotation speed N _M1 to a negative value when the second motor M2 regenerates power, for example, when braking a vehicle running on a motor. The second electric motor torque _TM2 is output in the direction in which the driving wheel 38 is braked by idling at the rotational speed. At this time, as in the first embodiment, the input shaft brake Bin is in a released state.

On the other hand, as shown in FIG. 16B, the hybrid control means 52 outputs the first motor torque T _M1 in the direction of braking the drive wheels 38 when the first motor M1 regenerates electric power. At the same together, reaction torque control means included in the hybrid control means 52 74, a reaction torque to oppose to the first electric motor torque T _M1 is generated by the engagement of the input shaft brake Bin, zero engine rotational speed N _E To fix. Thus, since the power transmission device 10 includes the input shaft brake Bin that can generate the reaction torque in the second rotating element RE2, at least one of the first electric motor M1 and the second electric motor M2. With the operation of one electric motor, it is possible to regenerate electric power by using mechanical energy transmitted from the drive wheels 38 during vehicle braking or the like.

  When electric power is regenerated by the electric motor M during vehicle braking or the like, mechanical energy transmitted from the drive wheels 38 is converted into electric energy by the electric motor M, and the power storage device 60 is charged with it. The efficiency (regenerative efficiency) at which energy is transmitted and converted between the power storage device 60 and the electric motor M, that is, the energy efficiency map, which is the relationship between the energy efficiency of the electric motor M and the rotational speed and output torque of the electric motor M, is the first. Similar to FIG. 10 of the embodiment, it can be obtained experimentally. The energy efficiency map is usually different between when the electric power of the motor M is consumed (first embodiment) and when the electric power is regenerated (this embodiment). However, in this embodiment, the explanation is simplified and the understanding is easy. Therefore, the same map configuration will be described.

As described in the description of FIG. 10 in the first embodiment, the energy efficiency (regenerative efficiency) of the electric motor M depends on the rotational speed even if the output of the electric motor M (the unit is, for example, “kW”) does not change. Depends on. The same can be said for the regeneration. 11 and 12 are considered as energy efficiency maps at the time of regeneration. As shown in FIG. 11, mechanical energy from the drive wheels 38 is regenerated as electric power by the operation of the second electric motor M2. Ruyori also said it is regenerated energy efficiency (regeneration efficiency) good running condition as power by the operation of the first electric motor M1, that is, the energy transmission efficiency EF _E from the drive wheel 38 to the battery 60 is good running condition possible. On the other hand, as shown in FIG. 12, the energy efficiency is higher when the mechanical energy from the drive wheel 38 is regenerated as electric power by the operation of the second electric motor M2 than when it is regenerated as electric power by the operation of the first electric motor M1. (regeneration efficiency) good running condition, i.e., the energy transfer efficiency EF _E from the drive wheel 38 to power storage device 60 may have a good running condition. That is, like the first embodiment, by driving percentage RT _M between the first electric motor M1 even when the motor M is to regenerate electric power to function as a generator and the second electric motor M2 is adjusted, the power storage it is possible to improve the energy transfer efficiency EF _E between the device 60 and the drive wheels 38.

Returning to FIG. 6, similarly to the case of power consumption of the motor M described in the first embodiment, the hybrid control means 52 functioning as the motor control means uses the mechanical energy from the drive wheels 38 as electric power during vehicle braking or the like. When regenerating, either one or both of the first electric motor M1 and the second electric motor M2 are operated. At that time, when the hybrid control means 52 operates either one or both of the first electric motor M1 and the second electric motor M2 during motor travel, the operation ratio (regeneration ratio) of the first electric motor M1 and the second electric motor M2 is used. RT _M , specifically, the output torques (regenerative torques) T _M1 and T _M2 and the rotation speeds N _M1 and N _M2 of the first motor M1 and the second motor _M2 from the drive wheels 38 to the power storage device 60 (electricity). the energy transmission efficiency EF _E to the energy source) determined so as to approach the maximum value thereof.

For this purpose, the relationship illustrated in FIGS. 13 and 14 shown in the first embodiment is also experimentally obtained during power regeneration (this embodiment). Note that the specific processing when the hybrid control means 52 determines the output torques T _M1 and T _M2 and the rotation speeds N _M1 and N _M2 based on the relationship at the time of regeneration illustrated in FIGS. It is the same as that of an Example.

The hybrid control means 52 (motor control means 52) performs the same processing as in the first embodiment, and performs the first motor rotation speed N _M1 , the second motor rotation speed N _M2 , the first motor torque T _M1 , (2) After determining the motor torque T _M2 and the target gear stage of the automatic transmission unit 20, an instruction is given to the stepped shift control means 54 to shift the automatic transmission unit 20 to the target gear stage. The shift of the transmission unit 20 is executed. This is also the same as in the first embodiment.

Then, the hybrid control means 52 uses the first motor _M1 and the second motor T1 that are determined by the first motor rotation speed N _M1 , the second motor rotation speed N _M2 , the first motor torque T _M1 , and the second motor torque T _{M2 determined above} . Operate the motor and regenerate the power. In this case, for example, when driving percentage (regeneration rate) RT _M of the electric motor M1, M2 is what the second electric motor M2 to 100%, as in the first embodiment, reaction torque control means 74 Since it is not necessary to generate the reaction torque in the second rotating element RE2, the input shaft brake Bin is released. On the other hand, if the driving percentage RT _M is not a second electric motor M2 to 100%, i.e., if the hybrid control means 52 activates the first motor M1 or both electric motors M1, M2 is the reaction torque The control means 74 engages the input shaft brake Bin.

Main control operation of the electronic control device 40 of the present embodiment, i.e., improve the energy transfer efficiency EF _E from the drive wheel 38 to the battery 60 when the regeneration in such as during vehicle braking the motor driving power is performed FIG. 15 is a flowchart for explaining the control operation to be performed, which is common to the first embodiment. In the present embodiment, this flowchart is preferably executed during power regeneration.

  In FIG. 15, the contents of SA1 and SA3 are the same as those of the first embodiment, but the contents of SA2 and SA4 are partially different from those of the first embodiment, and the differences will be described.

In SA2 corresponding to the hybrid control means 52, such that the energy transfer efficiency EF _E from the electric storage device 60 to the drive wheels 38 approaches the highest value it, the target gear position of the automatic transmission portion 20, the first electric motor M1 The output torque (regenerative torque) T _M1 and T _M2 and the rotational speeds N _M1 and N _{M2 of} the second electric motor M2 are determined. For example, they are determined in the same manner as in the first embodiment.

In SA4 corresponding to the hybrid control means 52 and the reaction force torque control means 74, the first electric motor M1 and the second electric motor M2 are operated at the operation ratio RT _M of each electric motor M1, M2 determined in SA2, and the electric power Regeneration is carried out. Engagement or release of the input shaft brake Bin is the same as in the first embodiment.

This embodiment has the following effects in addition to the effects (A1), (A4), (A5), and (A6) of the first embodiment. (B1) According to the present embodiment, the hybrid control means 52, when operating one or both of the first electric motor M1 and the second electric motor M2 during motor running, the first electric motor M1 and the second electric motor M2. approaching the respective output torque (regenerative _torque) T _{M1, T M2} and the rotational speed _{N M1, N M2,} the maximum energy transfer efficiency EF _E is that from the drive wheels 38 to power storage device 60 (electric energy source) Therefore, when the electric power is regenerated by the electric motor M such as during vehicle braking, the power storage device 60 can be charged efficiently.

(B2) According to this embodiment, as in the first embodiment, the first motor M1 is connected to the first rotating element RE1, and the reaction torque control means 74 includes the first motor torque T _M1. If There transmitted to the drive wheels 38, so to generate the reaction torque to oppose to the first electric motor torque T _M1 part to the second rotating element RE2, the differential portion planetary gear set 24 (power distributing mechanism 16) The first electric motor M1 connected to the drive wheels 38 via the drive wheel 38 can function as a generator, and electric power can be regenerated from mechanical energy transmitted from the drive wheels 38 when the vehicle is braked while the engine is stopped. is there.

  FIG. 17 is a skeleton diagram illustrating the configuration of another vehicular power transmission device 110 (hereinafter, referred to as “power transmission device 110”) to which the present invention is preferably applied. FIG.

  As shown in FIG. 17, the power transmission device 110 of the present embodiment does not include the switching brake B0, the switching clutch C0, and the input shaft brake Bin with respect to the power transmission device 10 of the first embodiment. The difference is that a third electric motor M3 is connected to the second rotating element RE2 so that power can be transmitted. The other points are the same as the power transmission device 10 described above. The third electric motor M3 corresponds to the reaction force electric motor of the present invention, and the first electric motor M1, the second electric motor M2, and the third electric motor M3 correspond to a plurality of electric motors of the present invention.

When performing the cranking for engine 8 starting, the electronic control device 40, raising the engine rotational speed N _E by raising the first electric motor speed N _M1 utilizing the differential action of the power distributing mechanism 16 quickly it may be, but can also be pulled directly into the engine rotational speed N _E by the third electric motor M3. That is, the third electric motor M3 functions as a starter motor for the engine 8. Further, when the motor travels, the third electric motor M3 is intentionally prevented from rotating electrically, so that the third electric motor M3 sets the engine rotational speed _NE to zero as in the case of the input shaft brake Bin of FIG. the reaction force torque opposing motor torque T _M1 can be generated in the second rotating element RE2.

  FIG. 18 is an engagement table showing the relationship between the gear position of the power transmission device 110 and the combination of engagements of the hydraulic friction engagement device, and is an engagement table corresponding to FIG. 2 of the first embodiment. is there. FIG. 19 is a collinear diagram for explaining the speed change operation of the power transmission device 110 and corresponds to FIG. 3 of the first embodiment.

  Since the power transmission device 110 does not include the switching brake B0, the power transmission device 110 does not have the fifth gear stage “5th” in FIGS. 2 and 3 of the first embodiment. Therefore, FIG. 18 and FIG. 19 of the present embodiment are different from FIG. 2 and FIG. 3 of the first embodiment in that the description regarding the fifth gear stage “5th” is omitted, but the other parts are as follows. The same.

  The functional block diagram of this embodiment is shown in FIG. 6 and is the same as that of the first embodiment, but the reaction force torque control means 74 of the first embodiment is replaced with the reaction force torque control means 116 in this embodiment. The point is different.

The reaction force torque control means 116 of FIG. 6 is basically the same as the reaction force torque control means 74 of the first embodiment, but the power transmission device 110 does not include the input shaft brake Bin (see FIG. 1). , when said reactive torque (see FIG. 9) is generated to the second rotating element RE2, that generates the reaction force torque by the third electric motor M3 is the reaction torque control to counteract the first electric motor torque T _M1 Different from the means 74. That is, the reaction force torque control means 116 causes the third motor M3 to generate the reaction force torque in the second rotating element RE2 when the first motor torque T _M1 is transmitted to the drive wheels 38 during motor travel. fixed to zero engine speed N _E.

As described above, when the reaction force torque control means 116 generates the reaction torque by the third electric motor M3, unlike the case of using a hydraulic friction engagement device such as a brake, the electric power from the power storage device 60 is supplied to the third electric motor. since M3 is consumed, the energy transfer efficiency EF _E from the electric storage device 60 during the motor running in the embodiment to the drive wheel 38 will be different from that of the first embodiment. Therefore, the hybrid control means 52 (electric motor control means 52) of the present embodiment determines the output torques T _M1 and T _M2 and the rotational speeds N _M1 and N _M2 of the first electric motor M1 and the second electric motor M2 during motor travel. The energy transfer efficiency map used at this time is different from that of the first embodiment, and is an energy transfer efficiency map that takes into account the power consumption of the third electric motor M3. For example, as shown in FIG. 20, the energy transfer efficiency map (solid line in FIG. 20) of the present embodiment corresponds to the energy transfer efficiency map of the first embodiment (two-dot chain line in FIG. 20) of the third electric motor M3. only the power consumption amount, so that the shift to the side where the energy transmission efficiency EF _E is reduced. Further, when the driving power source for traveling during motor traveling is only the second electric motor M2, the third electric motor M3 does not consume electric power, and therefore, in FIG. 20, the second electric motor M2 has an operation rate RT _{M of} 100%. in, it equals the energy transmission efficiency EF _E also in the third embodiment in the first embodiment.

The flowchart of this embodiment is shown in FIG. 15 and is the same as that of the first embodiment. However, in SA4 of FIG. 15, in the first embodiment, in order to generate the reaction torque that opposes the first motor torque _TM1. The input shaft brake Bin is engaged, whereas the third embodiment is different in that the reaction torque is generated by the third electric motor. In other respects, the present embodiment is the same as the first embodiment. Note that SA4 in this embodiment corresponds to the hybrid control means 52 and the reaction force torque control means 116.

This embodiment has the following effects in addition to the effects (A1), (A2), (A3), (A5), and (A6) of the first embodiment. According to the present embodiment, the reaction force torque control means 116 determines the reaction force torque that opposes the first motor torque T _M1 when the first motor torque T _M1 is transmitted to the drive wheels 38 during motor travel. Since the third electric motor M3 generates the second rotating element RE2, the reaction torque can be generated with high responsiveness by electrical control.

In this embodiment, when the motor travels, the reaction torque control means 116 sets the engine speed _NE to zero, that is, the second rotation element RE2 when the second rotation element RE2 generates the reaction torque. However, for example, the second rotating element RE2 may be rotated in the positive direction while generating the reaction torque by the third electric motor. By doing so, it is possible to generate the reaction torque by fixing the second rotation element RE2 while driving the motor, or to generate the reaction torque while rotating the second rotation element RE2. That is, it is possible to change the rotation speed ratio between the first electric motor M1 and the second electric motor M2, so that each of the first electric motor M1 and the second electric motor M2 has an energy efficient rotation speed N _M1. , N _M2 , it is possible to provide a wide adjustment range of the rotation speeds N _M1 and N _M2 .

  In the present embodiment, the description has been made in comparison with the first embodiment described above for easy understanding. However, the input shaft can be compared with the second embodiment in which the electric motor M performs power regeneration. The reaction torque can be generated by the third electric motor M3 instead of the brake Bin. Therefore, this embodiment also has the effects (B1) and (B2) of the second embodiment.

  FIG. 21 shows a portion corresponding to the differential section 152 in order to explain the configuration of another vehicular power transmission apparatus 150 (hereinafter referred to as “power transmission apparatus 150”) to which the present invention is preferably applied. FIG.

  The power transmission device 150 of the present embodiment is different from the power transmission device 10 of FIG. 1 in that the differential unit 11 is replaced with a differential unit 152. Other points are different from those of the power transmission device 10 described above. The same.

  The differential section 152 rotates integrally with the first electric motor M1, the power distribution mechanism 154 as a differential mechanism that distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18, and the transmission member 18. And a second electric motor M2 provided.

The power distribution mechanism 154 corresponding to the differential mechanism of the present invention includes a single pinion type differential first planetary gear device 156 having a predetermined gear ratio ρ _X1 and a single pinion type having a predetermined gear ratio ρ _X2 . A differential second planetary gear device 158 is mainly provided. The differential first planetary gear unit 156 includes a differential first sun gear S01, a differential first planetary gear P01, and a first differential gear that supports the first differential planetary gear P01 so as to rotate and revolve. A differential part first ring gear R01 meshing with the differential part first sun gear S01 via a differential part first planetary gear P01 is provided. The differential unit second planetary gear device 158 includes a differential unit second sun gear S02, a differential unit second planetary gear P02, and a differential unit second unit that supports the differential unit second planetary gear P02 so as to rotate and revolve. A differential part second ring gear R02 meshing with the differential part second sun gear S02 via the carrier CA02 and the differential part second planetary gear P02 is provided. When the number of teeth of the differential first sun gear S01 is ZS01 and the number of teeth of the first differential ring gear R01 is ZR01, the gear ratio ρ _X1 is ZS01 / ZR01, and the number of teeth of the differential second sun gear S02. Is ZS02, and the number of teeth of the differential second ring gear R02 is ZR02, the gear ratio ρ _X2 is ZS02 / ZR02.

The power distribution mechanism 154 includes four rotating elements RE01, RE02, RE03, and RE04. Of these, the first rotating element RE01 corresponds to the differential first sun gear S01, the second rotating element RE02 corresponds to the differential first ring gear R01 and the differential second carrier CA02 connected to each other, The three-rotating element RE03 corresponds to the differential part first carrier CA01 and the differential part second sun gear S02 connected to each other, and the fourth rotating element RE04 corresponds to the differential part second ring gear R02. The first rotating element RE01 is connected to the first electric motor M1, the second rotating element RE02 is connected to the input shaft 14, that is, the engine 8 and the input shaft brake Bin, and the third rotating element RE03 is connected to the transmission member 18, that is, the automatic transmission unit. The fourth rotating element RE04 is connected to the second electric motor M2. With this configuration, the power distribution mechanism 154 can operate its differential action. Further, the differential unit 152 (power distribution mechanism 154) uses the above-described differential action to continuously change the gear ratio (the rotational speed N _IN of the input shaft 14 / the rotational speed N _{18 of the} transmission member). Function as an electrical continuously variable transmission. The differential unit 152 (power distribution mechanism 154) controls the differential state of the power distribution mechanism 154, that is, the rotation of the input shaft 14, by controlling the operation state of the first electric motor M1 and / or the second electric motor M2. Since the differential state between the speed N _IN and the transmission member rotational speed N ₁₈ is controlled, it can be said that the differential is an electrical differential device, that is, an electrical differential unit.

  FIG. 22 is a collinear diagram of the differential unit 152 and corresponds to a part related to the differential unit 11 of FIG. 3 of the first embodiment. A straight line L01 in FIG. 22 shows the relative relationship between the rotational speeds of the rotational elements RE01, RE02, RE03, and RE04 in a certain traveling state during motor traveling.

The vertical lines Y01, Y02, Y03, Y04 in FIG. 22 indicate the relative rotational speeds of the first rotating element RE01, the third rotating element RE03, the second rotating element RE02, and the fourth rotating element RE04, respectively. The interval is determined according to the gear ratios ρ _X1 and ρ _X2 .

  Also in the power transmission device 150 of the present embodiment, the input shaft brake Bin is engaged as necessary, so that one or both of the first electric motor M1 and the second electric motor M2 is used as a driving force source for traveling. Since the motor travel is executed and the control function as described above with reference to FIG. 6 is applied, the same effects as those of the first and second embodiments can be obtained.

  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, the power storage device 60 that is an electrical energy source is described as a battery such as a lead storage battery or a capacitor, for example, but a generator is connected during power running. It may be an engine.

  Further, in the power distribution mechanism 154 of the above-described fourth embodiment, each element S01, CA01, R01 of the differential first planetary gear unit 156 and each element S02, CA02 of the differential second planetary gear unit 158, The connection relationship between each R02 and each of the engine 8, the first electric motor M1, the second electric motor M2, and the transmission member 18 is as shown in FIG. 21, but the connection relationship is not necessarily limited thereto. is not. For example, like the power distribution mechanism 160 illustrated in FIG. 23, the differential first sun gear S01 and the differential second ring gear R02 that are connected to each other are connected to the first electric motor M1, and the differential first The ring gear R01 is connected to the input shaft 14, that is, the engine 8 and the input shaft brake Bin, and the differential first carrier CA01 and the differential second carrier CA02 connected to each other are the input side of the transmission member 18, that is, the automatic transmission unit 20. The differential second sun gear S02 may be connected to the second electric motor M2. Also, in the power distribution mechanism 160 illustrated in FIG. 23, if the relative rotational speeds of the first electric motor M1, the transmission member 18, the engine 8, and the second electric motor M2 are represented as an alignment chart, the alignment chart of FIG. Although the same, the arrangement order of the rotating elements in the nomograph is not limited to that in FIG.

  Further, in the above-described embodiment, in the power distribution mechanism 16 of FIGS. 1 and 17, the differential part carrier CA0 is connected to the engine 8, the differential part sun gear S0 is connected to the first electric motor M1, and the differential part ring gear R0. Are connected to the transmission member 18, but their connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M <b> 1, and the transmission member 18 are the three elements CA <b> 0 of the differential planetary gear device 24. , S0 and R0 may be connected.

  In the above-described embodiment, a hybrid vehicle has been described as an example. However, an electric vehicle may be used. That is, a configuration without the engine 8 can be considered. As a configuration without the engine 8, for example, a differential unit 11 illustrated in FIG. In FIG. 24, compared to FIG. 17 of the third embodiment, the differential sun gear S0 of the differential planetary gear unit 24 of FIG. 24 is connected to the first electric motor M1, and the differential ring gear R0 is the second electric motor. 17 is the same as that in FIG. 17 except that the engine 8 and the third electric motor M3 are excluded, and the differential planetary gear unit 24 is connected to M2 and the transmission member 18, that is, the input side of the automatic transmission unit 20. The difference carrier CA0 is connected (fixed) to the case 12 instead of the engine 8. In the configuration shown in FIG. 24, the second rotating element RE2 is fixed to the case 12, and therefore, a component corresponding to the third electric motor M3 and the input shaft brake Bin is not necessary. Accordingly, the reaction force torque control means 74 and 116 are not essential.

  Further, in the above-described embodiment, an example in which the present invention is applied to motor traveling of a hybrid vehicle has been described. However, the present invention is not limited to the above-described motor traveling.

  In the above-described embodiment, by controlling the operating state of the first motor M1, the differential unit 11 (power distribution mechanism 16) continuously changes its speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. However, for example, the gear ratio γ0 of the differential unit 11 may be changed stepwise by using a differential action instead of continuously. Good. The same applies to the differential unit 152 (power distribution mechanism 154).

  Further, in the power transmission devices 10, 110, and 150 of the above-described embodiment, the engine 8 and the differential units 11 and 152 are directly connected, but the engine 8 has an engagement element such as a clutch attached to the differential units 11 and 152. It may be connected via.

  Further, in the power transmission devices 10 and 110 of FIGS. 1 and 17 of the above-described embodiment, the first electric motor M1 and the first rotating element RE1 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected. However, the first electric motor M1 is connected to the first rotating element RE1 via an engaging element such as a clutch, and the second electric motor M2 is connected to the third rotating element RE3 via an engaging element such as a clutch. It may be. The same applies to the power transmission device 150 of FIG.

  In the above-described embodiment, the automatic transmission unit 20 is connected next to the differential units 11 and 152 in the power transmission path from the engine 8 to the drive wheel 38. 11 and 152 may be connected in order. In short, the automatic transmission unit 20 may be provided so as to constitute a part of a power transmission path from the engine 8 to the drive wheels 38.

  Further, according to FIGS. 1, 17, and 21 of the above-described embodiment, the differential units 11, 152 and the automatic transmission unit 20 are connected in series, but the power transmission devices 10, 110, 150 as a whole are connected. If there is an electric differential function that can change the differential state electrically and a function that shifts gears based on a principle different from the shift by the electric differential function, the differential units 11 and 152 and the automatic transmission unit 20 The present invention is applicable even if they are not mechanically independent.

  In the above-described embodiment, the power distribution mechanism 16 (differential planetary gear unit 24) is a single planetary, but may be a double planetary. The same applies to the differential first planetary gear unit 156 and the differential second planetary gear unit 158.

  In FIGS. 1 and 17 of the above-described embodiment, the engine 8 is connected to the second rotating element RE2 constituting the differential planetary gear device 24 so that power can be transmitted, and the first rotating element RE1 is connected to the first rotating element RE1. The electric motor M1 is connected so as to be able to transmit power, and a power transmission path to the drive wheel 38 is connected to the third rotating element RE3. For example, two planetary gear units are part of the rotating elements that constitute the planetary gear device. In the mutually connected configuration, the engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so that power can be transmitted, and the clutch or brake connected to the rotating element of the planetary gear device is controlled. The present invention is also applied to a configuration capable of switching between a stepped transmission and a continuously variable transmission.

In the above-described embodiment, the automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission. However, the automatic transmission unit 20 may be a continuously variable CVT. In short, the gear ratio γA is automatically changed. Any transmission unit that can be used. The automatic transmission portion 20 is not be said to be indispensable constituent for increasing the energy transmission efficiency EF _E between the power storage device 60 (the source of electrical energy) and the drive wheels 38, it included in the configuration of the previous embodiments It is desirable that

  Further, the hydraulic friction engagement devices C0, C1, C2, B0, B1, B2, B3, and Bin such as the clutch C and the brake B in the above-described embodiments are a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing type dog. You may be comprised from magnetic powder type, electromagnetic types, and mechanical engagement apparatuses, such as a clutch. Further, the input shaft brake Bin may be a one-way clutch.

  1 and 17 of the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18, but the connection position of the second electric motor M2 is not limited thereto, and the engine 8 or the transmission member 18 It may be directly or indirectly connected to the power transmission path to the drive wheels 38 via a transmission, a planetary gear device, an engagement device, or the like.

  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, for example, via a gear, a belt, or the like, and does not need to be disposed on a common axis. .

  Further, the first electric motor M1 and the second electric motor M2 of the above-described embodiment are arranged concentrically with the input shaft 14, and the first electric motor M1 and the second electric motor M2 are used as rotating elements of any of the power distribution mechanisms 16 and 154. Although connected, the first electric motor M1 and the second electric motor M2 do not necessarily have to be arranged as such. For example, the first electric motor M1 and the second electric motor M2 are operatively connected to any one of the rotating elements via a gear, a belt, a speed reducer, or the like. May be.

  In the above-described embodiment, the automatic transmission unit 20 is connected in series with the differential units 11 and 152 via the transmission member 18. However, a counter shaft is provided in parallel with the input shaft 14, and on the counter shaft. The automatic transmission unit 20 may be arranged concentrically. In this case, the differential units 11 and 152 and the automatic transmission unit 20 are coupled so as to be able to transmit power via, for example, a pair of transmission members including a counter gear pair, a sprocket and a chain as the transmission member 18. The

  Further, in FIG. 1 of the above-described embodiment, the power distribution mechanism 16 is composed of a pair of differential unit planetary gear devices 24. However, the power distribution mechanism 16 is composed of two or more planetary gear devices and is in a non-differential state (fixed state). In the shift state), it may function as a transmission having three or more stages. Further, according to the skeleton diagram (FIG. 17) of the third embodiment and the skeleton diagram (FIG. 21) of the fourth embodiment, the differential portions 11 and 152 are related to the switching brake B0 and the switching clutch C0 of FIG. Although a combination device is not provided, such an engagement device may be provided to function as a stepped transmission.

  Further, the second electric motor M2 in FIGS. 1 and 17 in the above-described embodiment is connected to a transmission member 18 that constitutes a part of a power transmission path from the engine 8 to the drive wheels 38, but the second electric motor M2 is In addition to being connected to the power transmission path, it can also be connected to the power distribution mechanism 16 through an engagement element such as a clutch. The power distribution mechanism is driven by the second electric motor M2 instead of the first electric motor M1. The configuration of the power transmission devices 10 and 110 that can control 16 differential states may be used.

  In FIG. 1 of the above-described embodiment, the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0. However, the switching clutch C0 and the switching brake B0 are included in the power transmission device 10 separately from the power distribution mechanism 16. It may be done. A configuration in which either one or both of the switching clutch C0 and the switching brake B0 is not conceivable is also conceivable.

  In the above-described embodiment, the differential units 11 and 152 include the first electric motor M1 and the second electric motor M2, but the first electric motor M1 and the second electric motor M2 are separate from the differential units 11 and 152. The power transmission device 10, 110, 150 may be provided.

  Further, each of the plurality of embodiments described above can be implemented in combination with each other, for example, by setting priorities. For example, in order to facilitate understanding, the description of the power running during motor traveling is given as an example in the first embodiment, and the explanation of the power regeneration during motor running is taken as an example in the second embodiment. Although done, one embodiment where both embodiments are combined is also conceivable.

  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.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram of a first embodiment illustrating a configuration of a vehicle power transmission device to which a control device of the present invention is applied. FIG. 3 is an operation chart of the first embodiment for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used in the case where the vehicle power transmission device of FIG. is there. FIG. 2 is a collinear diagram of the first embodiment for explaining the relative rotational speeds of the respective gear stages when the vehicular power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 4 was equipped. In the vehicle power transmission device of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters and serves as a basis for shift determination of the automatic transmission unit, An example of a pre-stored switching diagram that is used as a basis for determining the shift state of the transmission state of the power transmission device and a pre-stored boundary line between the engine travel region and the motor travel region for switching between engine travel and motor travel It is a figure which shows an example of the made driving force source switching diagram, Comprising: It is also a figure which shows each relationship. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. FIG. 2 is a collinear diagram showing a first motor rotation speed, a second motor rotation speed, and an engine rotation speed during motor travel in the differential unit provided in the vehicle power transmission device of FIG. (A) illustrates motor travel in which the vehicle travels using the second electric motor as a driving power source for traveling, and the lower nomograph (b) illustrates the driving power source for traveling the first motor. The motor traveling for traveling the vehicle will be described. It is the figure which showed an example of the energy efficiency map which is the relationship between the energy efficiency of the one motor which the power transmission device for vehicles of FIG. 1 has, and the rotational speed and output torque of the motor. In the vehicle power transmission device of FIG. 1, for comparison and explanation, the engine is stopped, the gear ratio of the automatic transmission unit and the vehicle speed are constant, and the output of 20 kW is exhibited by driving the first electric motor or the second electric motor. The upper diagram (a) shows the energy efficiency map of the second motor, and the lower diagram (b) shows the energy efficiency map of the first motor M1. FIG. 11 is a diagram for explaining a comparative example similar to FIG. 11 for an example of the traveling state different from FIG. 11, and similarly to FIG. 11, the upper diagram (a) shows the energy efficiency map of the second motor, The lower figure (b) has shown the energy efficiency map of the 1st electric motor M1. 2 is an example of an energy transmission efficiency map that is a relationship between the output ratio (operation ratio) of the first electric motor M1 and the second electric motor M2 and the energy transmission efficiency in the vehicle power transmission device of FIG. In the vehicle power transmission device of FIG. 1, when the motor travels, when the vehicle speed and the output of the entire power transmission device have certain values, the output ratio (driving ratio) of the first motor and the second motor and the automatic transmission unit FIG. 3 is a diagram conceptually showing a relationship with a transmission gear ratio. FIG. 6 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 4, that is, a control operation for improving the energy transmission efficiency from the power storage device to the drive wheels during motor running. FIG. 9 is a collinear diagram basically the same as FIG. 9 and is a collinear diagram of the differential section of the second embodiment. Since the second embodiment is an embodiment for explaining the regeneration of power, it is shown by an arrow. The directions of the force torque, the first motor torque, and the second motor torque are shown in reverse to the direction in which the drive wheels are braked, that is, FIG. FIG. 5 is a schematic diagram of a third embodiment for explaining the configuration of another vehicle power transmission device different from the vehicle power transmission device of FIG. 1, and is a schematic diagram corresponding to FIG. 1 of the first embodiment. FIG. 18 is an engagement table of the third embodiment showing the relationship between the shift stage of the vehicle power transmission device of FIG. 17 and the engagement combination of the hydraulic friction engagement device, and corresponds to FIG. 2 of the first embodiment. It is an engagement table. FIG. 18 is a collinear diagram for explaining a speed change operation of the vehicle power transmission device of FIG. 17 according to a third embodiment corresponding to FIG. 3 of the first embodiment. FIG. 18 is a diagram for explaining an energy transmission efficiency map of the third embodiment in the vehicle power transmission device of FIG. 17 in comparison with the energy transmission efficiency map of the first embodiment illustrated in FIG. 13. FIG. 10 is a skeleton diagram of a fourth embodiment for explaining the configuration of another vehicle power transmission device different from the vehicle power transmission device in FIG. 1, and shows a portion corresponding to a differential portion of the vehicle power transmission device; This is an excerpt of the outline. FIG. 22 is a collinear diagram of the differential portion in FIG. 21, and corresponds to a portion related to the differential portion in FIG. 3 of the first embodiment. FIG. 22 is a skeleton diagram illustrating a configuration of another power distribution mechanism different from the configuration of the power distribution mechanism included in the differential unit of FIG. 21. FIG. 18 is a skeleton diagram that shows an excerpt of a portion corresponding to the differential portion in order to explain the configuration of the differential portion when the vehicle power transmission device shown in FIG. 17 is not connected to an engine.

Explanation of symbols

8: Engine (internal combustion engine)
10, 110, 150: Power transmission device (vehicle power transmission device)
16, 154, 160: Power distribution mechanism (differential mechanism)
18: Transmission member (differential mechanism output shaft)
20: Automatic transmission unit (transmission unit)
38: Drive wheel 40: Electronic control device (control device)
52: Hybrid control means (motor control means)
60: Power storage device (electric energy source)
74, 116: Reaction force torque control means M1: First electric motor (plural electric motors)
M2: Second electric motor (multiple electric motors)
M3: Third motor (reaction motor, multiple motors)
RE1: First rotating element (multiple rotating elements)
RE2: second rotation element (a plurality of rotation elements)
RE3: third rotation element (a plurality of rotation elements)
RE01: First rotating element (multiple rotating elements)
RE02: Second rotation element (multiple rotation elements)
RE03: Third rotation element (multiple rotation elements)
RE04: Fourth rotating element (multiple rotating elements)
Bin: Input shaft brake (engagement device)

Claims (8)

A differential mechanism having a plurality of rotating elements and capable of differential action, a plurality of electric motors coupled to each of the rotating elements different from each other among the plurality of rotating elements, and a power transmission path A control device for a vehicle power transmission device, comprising: a transmission portion that constitutes a part; and an electric energy source capable of transmitting and receiving power to the plurality of electric motors,
When operating one or more of the plurality of motors, the output torque and rotation speed of each of the motors is such that the energy transmission efficiency between the electric energy source and the drive wheels approaches its maximum value. A control device for a vehicle power transmission device, comprising: an electric motor control means for determining as described above. When operating one or more of the plurality of motors, the motor control means determines the output torque and rotation speed of each motor based on the energy transmission efficiency from the electric energy source to the drive wheels. It determines so that it may approach the maximum value. The control apparatus of the power transmission device for vehicles of Claim 1 characterized by the above-mentioned. When operating one or more of the plurality of motors, the motor control means determines the output torque and rotation speed of each motor based on the energy transfer efficiency from the drive wheels to the electrical energy source. It determines so that it may approach the maximum value. The control apparatus of the power transmission device for vehicles of Claim 1 characterized by the above-mentioned. The first motor included in the plurality of motors is connected to a first rotation element that does not include the output shaft of the differential mechanism among the plurality of rotation elements,
When the output torque of the first motor is transmitted to the drive wheel, the second rotating element that is not the first rotating element and does not include the output shaft is opposed to the output torque of the first motor. The control device for a vehicle power transmission device according to any one of claims 1 to 3, further comprising reaction force torque control means for generating force torque. Reaction force motors included in the plurality of electric motors are connected to the second rotating element,
The said reaction force torque control means generates the said reaction force torque with this reaction force electric motor. The control apparatus of the vehicle power transmission device of Claim 4 characterized by the above-mentioned. An engagement device is coupled to the second rotating element,
5. The control device for a vehicle power transmission device according to claim 4, wherein the reaction torque control means generates the reaction torque by engagement of the engagement device. The control device for a vehicle power transmission device according to any one of claims 1 to 6, wherein an internal combustion engine is connected to any of the plurality of rotating elements. The control device for a vehicle power transmission device according to any one of claims 1 to 7, wherein the vehicle can travel by driving at least one electric motor included in the plurality of electric motors.

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