JP5198127B2 - Control device for vehicle power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller reducing possibility that comfort in time of traveling is impaired, in a power transmission device suitably used in a hybrid vehicle. <P>SOLUTION: In feedback control of a first electric motor M1, though responsiveness of first electric motor feedback torque TF<SB>M1</SB>becomes lower, and an its fluctuation becomes gentler as a feedback gain KP of the feedback control of the first electric motor M1 becomes smaller, a feedback gain change means 74 reduces the feedback gain KP in the feedback control as a gear change ratio &gamma;<SB>AT</SB>of an automatic transmission part 20 becomes larger, during no gear change of the automatic transmission part 20. Accordingly, the fluctuation of the first electric motor feedback torque TF<SB>M1</SB>becomes gentle in the feedback control as the gear change ratio &gamma;<SB>AT</SB>of the automatic transmission part 20 becomes large, and the fluctuation of the first electric motor feedback TF<SB>M1</SB>is more largely amplified and becomes easy to be transmitted to driving wheels 38. As a result, the possibility that the comfort at time of the vehicle traveling is impaired can be reduced. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

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

A power transmission device for a vehicle that is preferably used for a hybrid vehicle, a first motor that is a differential motor, a differential mechanism that distributes engine output to the first motor and a transmission member, and the differential mechanism 2. Description of the Related Art Conventionally, a vehicular power transmission device is known that includes a second electric motor coupled to a power transmission path from a driving wheel to a drive wheel and a stepped transmission that forms part of the power transmission path. For example, the power transmission device for vehicles shown in patent document 1 is it. According to the control device for a vehicle power transmission device disclosed in Patent Document 1, when the differential mechanism is in a continuously variable transmission state while the engine is running, the first motor is set to output torque of the engine. By generating an opposing reaction torque, the output torque of the engine is transmitted as drive torque to the drive wheels. In that case, the control device operates the engine at a predetermined target engine speed without being restricted by the vehicle speed by changing the speed ratio of the differential mechanism by controlling the operation state of the first electric motor. To do.
JP 2005-348532 A

  In the control device for a vehicle power transmission device disclosed in Patent Document 1, when the differential mechanism is in a continuously variable transmission state while the engine is running, the output torque (reaction torque) of the first motor varies. It is transmitted to the drive wheel. In that case, the larger the gear ratio (= input rotation speed / output rotation speed) of the stepped transmission unit provided between the differential mechanism and the drive wheel, that is, the gear stage of the stepped transmission unit. The lower the vehicle speed is, the more the output torque fluctuation of the first motor is amplified and transmitted to the drive wheels. Therefore, in the control device for a vehicle power transmission device disclosed in Patent Document 1, when the low speed side gear stage is selected in the stepped transmission unit, the output torque fluctuation of the first electric motor is amplified. It was transmitted to the driving wheels and the driver, and the comfort during driving could be impaired. 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 reduces the possibility that comfort during travel is impaired in a vehicle power transmission device. is there.

  In order to achieve such an object, the invention according to claim 1 is: (a) a differential mechanism connected between the engine and the drive wheel, and a differential motor connected to the differential mechanism so as to be able to transmit power. And an electric differential unit in which the differential state of the differential mechanism is controlled by controlling the operating state of the differential motor, and a transmission unit that forms part of the power transmission path. (B) feedback control for controlling the output torque of the differential motor so that the rotational speed of the engine becomes a target engine rotational speed that is a target value thereof. (C) The feedback gain in the feedback control of the differential motor is reduced as the gear ratio of the transmission unit increases.

  In the invention according to claim 2, (a) the transmission unit is a stepped transmission, and (b) the feedback control of the differential motor is performed as the shift stage of the stepped transmission is on the lower vehicle speed side. The feedback gain is reduced.

  According to a first aspect of the present invention, there is provided a control device for a vehicle power transmission device that controls (a) an output torque of the differential motor so that a rotational speed of the engine becomes a target engine rotational speed as a target value. (B) The larger the gear ratio of the transmission unit, the smaller the feedback gain in the feedback control of the differential motor, so the gear ratio of the transmission unit increases and the differential motor As the output torque fluctuation is more greatly amplified and transmitted to the drive wheel, the output torque fluctuation of the differential motor becomes gentler in the feedback control. As a result, it is possible to reduce the possibility that comfort during vehicle traveling is impaired.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, (a) the transmission unit is a stepped transmission, and (b) the stepped transmission (transmission unit) has a low shift stage. As the vehicle speed is higher, the feedback gain in the feedback control of the differential motor is reduced, so that the output torque fluctuation of the differential motor is further amplified and transmitted to the drive wheels in the stepped transmission. As it becomes easier, the output torque fluctuation of the differential motor becomes gentler in the feedback control. As a result, it is possible to reduce the possibility that comfort during vehicle traveling is impaired.

  Preferably, the feedback gain during the shifting of the stepped transmission is changed with respect to the feedback gain before the shifting of the stepped transmission. More specifically, the feedback gain during shifting of the stepped transmission is increased with respect to the feedback gain before shifting of the stepped transmission. In this way, the rotational speed of the differential motor should change greatly during shifting of the stepped transmission (transmission unit) compared to non-shifting. It is possible to change the rotation speed.

  Preferably, the feedback gain is reduced as the difference between the rotational speed of the engine and the limit value defining the change limit thereof is smaller. By doing so, it is possible to avoid that the rotational speed of the engine exceeds the limit value because the responsiveness of the output torque of the differential motor in the feedback control is too high.

  Preferably, the electric engine is operated so that the engine operating point follows an optimum fuel consumption rate curve which is a kind of engine operating curve set in advance to realize a predetermined operating state of the engine. The transmission ratio of the differential unit, that is, the differential state is controlled. In this way, it is possible to improve the fuel consumption by operating the engine so that the optimum fuel consumption of the engine is realized by controlling the operation state of the differential motor. Here, the operating point of the engine is an operating point indicating the operating state of the engine indicated by the rotational speed and output torque of the engine.

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

  Preferably, the differential mechanism includes a first rotating element connected to the engine so as to be able to transmit power, a second rotating element connected so as to be able to transmit power to the differential motor, and power transmission to the drive wheels. A single-pinion type planetary gear device having a third rotating element operatively coupled thereto, wherein the first rotating element is a carrier of the planetary gear device, and the second rotating element is a sun gear of the planetary gear device. 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, the overall transmission ratio of the vehicle power transmission device is formed on the basis of the transmission ratio of the transmission unit and the transmission ratio of the electric differential unit. 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 preferably used for 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 between and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20 in series. I have. The power transmission device 10 is preferably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 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 to drive the power from the engine 8. The transmission is transmitted to the left and right drive wheels 38 sequentially through a differential gear device (final reduction gear) 36 and a pair of axles that constitute a part of the transmission path.

  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 through 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 corresponding to the electrical differential unit of the present invention is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and is an output of the engine 8. The power distribution mechanism 16 serving as a differential mechanism that distributes the power to the first electric motor M1 and the transmission member 18, and the second electric motor M2 provided to rotate integrally with the transmission member 18. The first electric motor M1 and the second electric motor M2 are so-called motor generators that also have a power generation function, but the first electric motor M1 that functions as a differential electric motor for controlling the differential state of the power distribution mechanism 16 is an anti-motor. At least a generator (power generation) function for generating force is provided, and the second electric motor M2 has at least a motor (electric motor) function in order to function as a traveling motor that outputs a driving force as a driving force source for traveling.

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

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

  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.

The automatic transmission unit 20 corresponding to the transmission unit of the present invention can change its transmission gear ratio γ _AT (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) stepwise. And a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, and a single pinion type third planetary gear unit 30. . 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 shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 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, first clutch C1, second clutch C2, switching brake B0, first brake B1, second brake B2, and third brake B3 are often used in conventional stepped automatic transmissions for vehicles. 1 or 2 bands wound around the outer peripheral surface of a rotating drum, or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator One end of each is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake.

In the 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, the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially is proportional to each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the 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. A continuously variable transmission state is configured. In other words, the power transmission device 10 is switched to the stepped speed change state by engaging any one of the switching clutch C0 and the switching brake B0, and neither the switching clutch C0 nor the switching brake B0 is engaged. 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, and B3 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. Of the horizontal lines, the lower horizontal line X1 indicates the rotational speed zero, the upper horizontal line X2 indicates the rotational speed "1.0", that is, the rotational speed Ne of the engine 8 connected to the input shaft 14, and the horizontal line XG indicates The rotational speed of the transmission member 18 is shown.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 indicate the differential corresponding to the second rotation element (second element) RE2 in order from the left side. This shows the relative rotational speed of the differential part ring gear R0 corresponding to the part sun gear S0, the differential part carrier CA0 corresponding to the first rotational element (first element) RE1, and the third rotational element (third element) RE3. These intervals are determined according to the gear ratio ρ 0 of the differential planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the second sun gear S2, the first carrier CA1 corresponding to the fifth rotation element (fifth element) RE5, the third ring gear R3 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element ( Seventh element) The first ring gear R1, the second carrier CA2, and the third carrier CA3 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The two ring gear R2 and the third sun gear S3 are respectively represented, and the distance between them is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential section 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ0. Further, in the automatic transmission unit 20, the space between the sun gear and the carrier is set at an interval corresponding to "1" for each of the first, second, and third planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism 16 (differential unit 11) has the first rotating element RE1 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the second rotating element RE2. 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 matched with the horizontal line X2, and the transmission member 18 is rotated at the same rotation as the engine rotation speed Ne. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. The rotational speed of the differential part ring gear R0, that is, the transmission member 18, indicated by the intersection of the straight line L0 and the vertical line Y3, is input to the automatic transmission unit 20 at a speed increased from the engine rotational speed Ne.

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

  In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection point. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. In the first to fourth speeds, the switching clutch C0 is engaged. As a result, the power from the differential unit 11, that is, the power distribution mechanism 16, is transmitted to the eighth rotating element RE8 at the same rotational speed as the engine rotational speed Ne. Entered. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the differential portion 11 is input at a rotational speed higher than the engine rotational speed Ne, and therefore the first clutch C1, the second clutch The output shaft 22 of the fifth speed at the intersection of C2 and the horizontal straight line L5 determined by engaging the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 The rotation speed is indicated.

  FIG. 4 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,} a signal representative of a) referred to as" second electric motor speed N _M2 ", the engine rotational speed Ne is the rotation speed of the engine 8 A signal indicating a gear ratio train set value, a signal for instructing an M mode (manual shift travel mode), an air conditioner signal indicating an operation of an air conditioner, a signal indicating a vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22, Oil temperature signal indicating the hydraulic oil temperature of the automatic transmission unit 20, signal indicating side brake operation, signal indicating foot brake operation, catalyst temperature signal indicating catalyst temperature, driver output An accelerator opening signal indicating the operation amount (accelerator opening) Acc of the accelerator pedal 41 corresponding to the demand, a cam angle signal, a snow mode setting signal indicating a snow mode setting, an acceleration signal indicating a longitudinal acceleration of the vehicle, and an auto cruise traveling An auto cruise signal indicating the vehicle weight, 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, in the automatic transmission unit 20 is interrupted, that is, in a neutral state, and the parking position “P ( Parking) ”, reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”for achieving a neutral state in which the power transmission path in the power transmission device 10 is interrupted, power transmission device In the automatic shift control, a forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of 10 shiftable total gear ratios γT or a manual shift travel mode (manual mode) is established. Forward manual shift travel position “M (manual) for setting a so-called shift range for limiting the shift stage on the high vehicle speed side. ) "It is provided so as to be manually operated to.

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 illustrating the main part of the control function by the electronic control unit 40. In FIG. 6, the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 54 determines the vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 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. The engine 8 is controlled so that the obtained engine rotational speed Ne and engine torque Te are obtained, and the power generation amount of the first electric motor M1 is controlled.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such hybrid control, in order to match the engine rotational speed Ne determined for operating the engine 8 in an efficient operating range with the rotational speed of the transmission member 18 determined by the vehicle speed V and the gear position of the automatic transmission unit 20. The differential unit 11 is caused to function as an electric continuously variable transmission. In other words, the hybrid control means 52 performs drivability and fuel consumption during continuously variable speed travel in two-dimensional coordinates with the engine rotational speed Ne and the output torque (engine torque) Te of the engine 8 as parameters, for example, as shown in FIG. The optimum fuel consumption rate curve L _EF (fuel consumption map, relationship), which is a kind of the operating curve of the engine 8 that has been experimentally determined in advance so as to balance the performance, is stored in advance, and the optimum fuel consumption rate curve L _EF To satisfy the target output (total target output, required driving force), for example, 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 being met. The target value of the total gear ratio γT of the power transmission device 10 is determined so that the engine torque Te and the engine speed Ne for generating the necessary engine output are obtained, The output torque T _M1 (hereinafter, referred to as “first motor torque T _M1 ”) of the first electric motor _M1 is changed by feedback control so that the target value is obtained, and the shift of the differential unit 11 (power distribution mechanism 16) is changed. The ratio γ0 is controlled, and the total speed ratio γT is controlled within the changeable range, for example, 13 to 0.5. Here, the engine operating point P _EG is an operation indicating the operating state of the engine 8 in a two-dimensional coordinate with a state quantity indicating the operating state of the engine 8 exemplified by the engine rotational speed Ne and the engine torque Te as coordinate axes. Is a point.

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

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

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

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

The hybrid control means 52 rotates the first electric motor by the electric CVT function (differential action) of the differential section 11 in order to suppress dragging of the stopped engine 8 and improve fuel consumption during the motor running. The speed _NM1 is controlled at a negative rotational speed, for example, idling, and the engine rotational speed Ne is maintained at zero or substantially zero by the differential action of the differential section 11.

  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 Ne, a predetermined The engine 8 is started so as to be ignited by the ignition device 99 at an engine rotation speed Ne ′, for example, an engine rotation speed Ne capable of autonomous rotation, and the hybrid vehicle driving means 52 switches from motor driving to engine driving. At this time, engine start stop control means 66 may pull the engine rotational speed Ne up quickly predetermined engine rotational speed Ne '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 Ne_idl 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 Ne up quickly 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 Ne by pulling down the first electric motor speed N _M1, stopping of the engine 8 so as to fuel cut at a predetermined engine rotational speed Ne ' May be performed.

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, in the present embodiment, the traveling of the vehicle using both the engine 8 and the second electric motor M2 as a driving force source for traveling is included in the engine traveling instead of the 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 Ne is caused by the differential action of the power distribution mechanism 16. Is maintained at a speed higher than the autonomous rotation speed.

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 rotation speed Ne can be maintained at an arbitrary rotation speed. For example, as can be seen from the alignment chart of FIG. 3, when the engine speed Ne is increased, the hybrid control means 52 maintains the second motor speed NM2 restricted by the vehicle speed V while maintaining the first motor speed N _M2 substantially constant. The motor rotation speed _NM1 is increased.

  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, that is, the power transmission device 10 is in a continuously variable control region where the power transmission device 10 is in a continuously variable speed change state or power. 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 vehicle speed V and driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 7 is an upshift line, and the alternate long and short dash line is a downshift line.

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

The shift diagram, the switching diagram, or the driving force source switching diagram is not a map but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, and comparing the output torque T _OUT with the judgment output torque T1. May be stored as a determination formula or the like. In this case, the switching control means 50 sets the 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, engine Actual values such as torque Te, vehicle acceleration, and engine torque Te calculated based on, for example, accelerator opening or throttle valve opening θ _TH (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed Ne Or a request (target) engine torque Te calculated based on a driver's accelerator pedal operation amount or throttle opening, a request (target) output torque T _{OUT of} the automatic transmission unit 20, an estimated value such as a required driving force. There may be. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  Further, for example, the determination vehicle speed V1 is set so that the 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, but the actual vehicle speed V is equal to the determination vehicle speed V1. 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). Accordingly, the user can enjoy, for example, a change in the engine rotational speed Ne accompanying an upshift in stepped automatic transmission, that is, a rhythmic change in the engine rotational speed Ne accompanying a shift.

  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.

When the power distribution mechanism 16 in which the switching brake B0 and the switching clutch C0 are disengaged while the engine is running is in the continuously variable transmission state, the hybrid control means 52 performs the optimum fuel consumption rate curve L _{EF of the} engine 8 as described above. The gear ratio γ0 of the power distribution mechanism 16 is controlled so that the engine 8 operates along the engine operating point _PEG (see FIG. 8). For this purpose, the hybrid control means 52 includes a target engine speed determination means 68. The target engine speed determining means 68 is a target value of the engine speed Ne based on the optimum fuel efficiency curve L _EF , the accelerator opening Acc, the vehicle speed V, and the gear ratio (speed stage) of the automatic transmission 20. The target engine speed Ne * is determined. Then, the hybrid control means 52, a feedback control the engine rotational speed Ne to control the first electric motor torque T _M1 is the reaction torque against the engine torque Te such that the determined target engine rotational speed Ne * It executes and functions as the first motor control means. Thus, the optimum fuel consumption rate curve is obtained by executing the feedback control of the first electric motor (differential motor) M1 so that the engine speed Ne becomes the target engine speed Ne * by the hybrid control means 52. the L _EF when the engine operating point _{P EG} is along the engine 8 is operated. Here, the first electric motor torque T _M1 is a reaction force required not only for the purpose of converging the engine rotational speed Ne to the target engine rotational speed Ne * as described above but also for transmitting the engine torque Te to the drive wheels 38. Since the torque is a torque, the first motor torque T _M1 is expressed by the following formula (1) in order to converge the driving torque for transmitting the engine torque Te to the driving wheels 38 and the engine rotational speed Ne to the target engine rotational speed Ne *. ) Can be divided into feedback torque TF _M1 (hereinafter referred to as “first motor feedback torque TF _M1 ”) that is generated and changed by feedback control based on the control equation (1). That is, the first electric motor torque T _M1 is represented by the sum of the driving torque and the first electric motor feedback torque TF _M1 that becomes zero when the engine rotational speed Ne matches the target engine rotational speed Ne *. Can be considered. Accordingly, the hybrid control means 52 determines the first motor torque T _M1 including the first motor feedback torque TF _M1 based on the following equation (1), so that the engine speed Ne becomes the target engine speed Ne *. Thus, it can be said that the feedback control for controlling the first electric motor torque _TM1 is executed. Note that the feedback control of the first electric motor M1 based on the control expression of the following expression (1) is executed both during and without a shift of the automatic transmission unit 20.

Here, in the control expression of the above formula (1), the first term on the right side is a proportional term, and the second term on the right side is an integral term. In the above equation (1), “KP” indicates a proportional gain, and “KI” indicates an integral gain. The above equation (1), the proportional gain KP, and the integral gain KI are responses of the first motor feedback torque TF _M1 . It has been experimentally set in advance so that both stability and stability are compatible. Both the proportional gain KP and the integral gain KI are feedback gains in the feedback control of the first electric motor M1, but in this embodiment, the proportional gain KP is expressed as “feedback gain” in order to simplify the explanation and facilitate understanding. I decided to. The proportional gain KP and integral gain KI used in the above equation (1) are stored in advance in the hybrid control means 52, for example.

The proportional gain (feedback gain) KP may be changed according to the engine rotational speed Ne by a feedback gain changing means 74 described later. For example, the proportional gain (feedback gain) KP may be made smaller as the difference between the engine speed Ne and the limit values (upper limit value, lower limit value) that determine the change limit thereof is smaller. This may be performed on either the upper limit side or the lower limit side of the change limit. For example, if it is performed on the lower limit side to prevent the first motor M1 from rotating at a high speed, the following formula (2) is satisfied. The proportional gain (feedback gain) KP is calculated by the control expression illustrated in FIG. 5 and the difference between the engine speed Ne and the engine speed lower limit Ne_min that is the lower limit thereof is expressed by “(Ne− As the “Ne_min)” decreases, the proportional gain (feedback gain) KP decreases.

Here, “K _GD ” in the above formula (2) indicates a high-rotation protection feedback gain determined to prevent high rotation of the first electric motor M1, and “MRG” is a margin such as a safety factor, for example. Ne_min, K _GD , and MRG are experimentally set in advance so that the responsiveness of the first motor feedback torque TF _M1 and the prevention of high rotation for maintaining the durability of the first motor are compatible. However, it may be a constant or a variable that changes in accordance with the gear position of the automatic transmission unit 20, the vehicle speed V, or the like.

By the way, if the first motor feedback torque TF _M1 fluctuates based on the above equation (1), the fluctuation is transmitted to the drive wheel 38 via the differential unit 11 and the automatic transmission unit 20, and the drive wheel 38 receives the fluctuation. When the above fluctuation is large to some extent, it is considered that comfort during running may be impaired. Further, in the present embodiment, since the automatic transmission unit 20 is provided in the power transmission path between the differential unit 11 and the drive wheel 38, the shift stage (gear stage) of the automatic transmission unit 20 is on the low vehicle speed side. the gear ratio gamma _aT of the automatic shifting portion 20 (= the rotational speed _{N OUT} of the rotational speed _{N 18} / output shaft 22 of the transmission member 18) becomes larger as it is, the first electric motor torque including the first electric motor feedback torque _{TF M1} variation of T _M1 is transmitted to the drive wheels 38 are amplified. That are, you can be said that the gear position of the automatic transmission portion 20 even if there is no great difference in the variation itself of the first electric motor feedback torque TF _M1 is if low vehicle speed side, there may be cases where comfort during travel may be impaired. Therefore, in the present embodiment, the control related to the first electric motor M1 that avoids impairing the comfort during traveling is executed. The main part of the control function will be described below.

  The shift determination means 70 in FIG. 6 determines whether or not the automatic transmission unit 20 is shifting. For example, the determination can be made by detecting a valve command signal that is output by the stepped shift control means 54 and that activates an electromagnetic valve included in the hydraulic control circuit 42.

Unlike the non-shifting operation, it is necessary to change the gear ratio γ0 of the differential unit 11 greatly during the shifting of the automatic transmission unit 20, and the feedback gain changing means 74 optimizes the response of the first motor torque T _M1 . Therefore, when the shift determining means 70 determines that the automatic transmission unit 20 is shifting, the feedback gain during the shift of the automatic transmission unit 20 with respect to the feedback gain KP before the shift of the automatic transmission unit 20 Change KP. Specifically, to enhance the responsiveness of the first electric motor torque T _M1, increasing the feedback gain KP during shifting of the automatic shifting portion 20 with respect to the feedback gains KP before shifting of the automatic shifting portion 20. The feedback gain KP during the shift of the automatic transmission unit 20 is experimentally obtained in consideration of reduction of shift shock and improvement of shift response of the automatic transmission unit 20, for example, a gain corresponding to the shift pattern of the automatic transmission unit 20 Is stored in advance in the feedback gain changing means 74.

On the other hand, when the shift determination unit 70 determines that the automatic transmission unit 20 is not shifting, the feedback gain changing unit 74 increases the speed ratio γ _AT of the automatic transmission unit 20 as the gear ratio of the first electric motor M1 increases. The feedback gain KP in the feedback control is reduced. Specifically, since the automatic transmission unit 20 is a stepped transmission, the feedback gain KP in the feedback control of the first electric motor M1 is increased as the shift stage (gear stage) of the automatic transmission unit 20 is lower. Make it smaller. As for the feedback gain KP, for example, the feedback gain KP becomes smaller as the shift stage (gear stage) is on the lower vehicle speed side so that both the comfort during running and the responsiveness of the first motor torque _TM1 are compatible. It is obtained by experiments or the like in advance for each gear stage of the automatic transmission unit 20 having a mutual relationship, and stored in the feedback gain changing means 74 in advance. Further, when considering the equation (2), the feedback gain KP has, for example, a mutual relationship between the shift speed and the feedback gain KP, and the parameters shown in the equation (2) or the automatic transmission unit 20 Is stored in advance in the feedback gain changing means 74 as a feedback gain map using the shift speeds of these as parameters.

  FIG. 9 is a flowchart for explaining the main part of the control operation of the electronic control unit 40, that is, the control operation for changing the feedback gain KP according to the shift of the automatic transmission unit 20, and is extremely short, for example, about several milliseconds to several tens of milliseconds. It is executed repeatedly at cycle time.

  First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the shift determination means 70, it is determined whether or not the automatic transmission unit 20 is shifting. If the determination of SA1 is affirmative, that is, if the automatic transmission unit 20 is shifting, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, the process proceeds to SA3.

In SA2, the feedback gain KP is switched to the gain during the shift of the automatic transmission unit 20. That is, the feedback gain KP during the shift of the automatic transmission unit 20 is changed with respect to the feedback gain KP of the automatic transmission unit 20 before the shift. Specifically, to enhance the responsiveness of the first electric motor torque T _M1, the feedback gain KP during shifting of the automatic shifting portion 20 is large relative to the feedback gain KP of the previous shifting action of the automatic transmission portion 20.

In SA3, the feedback gain KP is switched to the feedback gain KP at the time of non-shifting, that is, steady, predetermined for each shift stage of the automatic transmission unit 20 according to the shift stage (gear stage) of the automatic transmission unit 20. In this case, the larger the gear ratio gamma _AT of the automatic shifting portion 20, the feedback gain KP in the feedback control of the first electric motor M1 is reduced. Specifically, since the automatic transmission unit 20 is a stepped transmission, the feedback gain KP in the feedback control of the first electric motor M1 increases as the shift stage (gear stage) of the automatic transmission unit 20 becomes lower. It is made smaller. Note that SA2 and SA3 correspond to the feedback gain changing means 74.

The electronic control device 40 of this embodiment has the following effects (A1) to (A5). (A1) In the control equation of the above equation (1), the smaller the feedback gain KP, the lower the responsiveness of the first motor feedback torque TF _{M1 and} the more the fluctuation thereof. Further, as the gear position of the automatic transmission unit 20 is lower, that is, as the transmission gear ratio γ _AT of the automatic transmission unit 20 is larger, the fluctuation of the first electric motor torque T _M1 is further amplified and applied to the drive wheels 38. It becomes easy to be transmitted. In this regard, according to the present embodiment, the hybrid controller 52 controls the first motor torque T _M1 including the first motor feedback torque TF _M1 so that the engine speed Ne becomes the target engine speed Ne *. Further, the feedback gain changing means 74 in the steady state of the automatic transmission unit 20, that is, during non-shifting, increases the feedback gain in the feedback control of the first electric motor M1 as the transmission gear ratio γ _AT of the automatic transmission unit 20 increases. Reduce KP. Accordingly, as the fluctuation of the first motor torque T _M1 is further amplified and transmitted to the drive wheel 38 more easily in the automatic transmission unit 20, the fluctuation of the first motor torque T _M1 becomes gentler in the feedback control of the first motor _M1. Become. As a result, it is possible to reduce the possibility that comfort during vehicle traveling is impaired.

(A2) The automatic transmission unit 20 is a stepped automatic transmission, and the feedback gain changing means 74 is such that the shift stage (gear stage) of the automatic transmission unit 20 is on the low vehicle speed side while the automatic transmission unit 20 is not shifting. Accordingly, the feedback gain KP in the feedback control of the first electric motor M1 is reduced. Accordingly, as the fluctuation of the first motor torque T _M1 is further amplified and transmitted to the drive wheel 38 more easily in the automatic transmission unit 20, the fluctuation of the first motor torque T _M1 becomes gentler in the feedback control of the first motor _M1. Become. As a result, it is possible to reduce the possibility that comfort during vehicle traveling is impaired.

(A3) When the automatic transmission unit 20 is shifting, the feedback gain changing unit 74 sets the feedback gain KP during the shift of the automatic transmission unit 20 to the feedback gain KP before the shift of the automatic transmission unit 20. change. Specifically, the feedback gain KP during the shift of the automatic transmission unit 20 is made larger than the feedback gain KP of the automatic transmission unit 20 before the shift. Thus, during the shifting of the automatic shifting portion 20 when it should be changed greatly the first electric motor speed N _M1 as compared to during non-shift, it is possible to vary the first-motor rotation speed N _M1 good response.

(A4) In this embodiment, the feedback gain (proportional gain) KP may be made smaller as the difference between the engine speed Ne and the limit values (upper limit value, lower limit value) that define the change limit is smaller. In such a case, since the responsiveness of the first motor torque T _M1 (first motor feedback torque TF _M1 ) in the feedback control of the first motor _M1 is too high, the engine speed Ne exceeds the limit value. Can be avoided.

(A5) The hybrid control means 52 is an optimal fuel consumption rate set so as to achieve both drivability and fuel efficiency during continuously variable speed travel within a two-dimensional coordinate system composed of the engine rotational speed Ne and the engine torque Te. Since the gear ratio γ0 of the differential section 11 is controlled so that the engine 8 operates along the curve L _EF (see FIG. 8) along the engine operating point _PEG , the engine 8 is controlled by controlling the operating state of the first electric motor M1. It is possible to improve the fuel consumption by operating the engine 8 so that the optimum fuel consumption is realized.

  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 proportional gain KP in the equation (1) is referred to as a feedback gain for easy understanding, and the feedback gain changing unit 74 changes the proportional gain KP, but changes the integral gain KI. Alternatively, both the proportional gain KP and the integral gain KI may be changed.

In the above-described embodiment, the right side of the above formula (1) is composed of a proportional term and an integral term. This formula (1) is merely an example of a control formula for the first motor feedback torque TF _M1 . For example, another term such as a differential term may be included in the right side, or a control expression without the integral term may be used.

  In the above-described embodiment, the feedback gain KP of the above equation (1) is switched to a different value depending on whether the automatic transmission unit 20 is shifting or not shifting. It is not essential that the feedback gain KP is switched depending on whether or not the gear is being changed. That is, a configuration without SA1 and SA2 in the flowchart of FIG.

  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.

  In the power transmission device 10 of the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 may be connected to the differential unit 11 via an engagement element such as a clutch. .

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

  In the above-described embodiment, the automatic transmission unit 20 is connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheel 38, but the differential unit 11 is connected next to the automatic transmission unit 20. The order of connection may be used. 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 FIG. 1 of the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series, but the electrical difference that can electrically change the differential state as the entire power transmission device 10. The present invention can be applied even if the differential unit 11 and the automatic transmission unit 20 are not mechanically independent as long as the function and the function of shifting by a principle different from the shift by the electric differential function are provided. Is done.

  In the above-described embodiment, the power distribution mechanism 16 is a single planetary, but may be a double planetary.

  In the above-described embodiment, the engine 8 is connected to the first rotating element RE1 constituting the differential planetary gear unit 24 so that power can be transmitted, and the first motor M1 can transmit power to the second rotating element RE2. The third rotation element RE3 is connected to the power transmission path to the drive wheel 38. For example, two planetary gear devices are connected to each other by a part of the rotation elements constituting the planetary gear device. , 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 stepped speed change and the continuously variable are controlled by the clutch or brake connected to the rotating element of the planetary gear device. The present invention is also applied to a configuration that can be switched to a shift.

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

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited to this, and the interval between the engine 8 or the transmission member 18 and the drive wheels 38 is not limited thereto. May be directly or indirectly connected to the power transmission path via a transmission, a planetary gear device, an engagement device, or the like.

  In the power distribution mechanism 16 of the above-described embodiment, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It can be connected to either of these.

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected, for example, via a gear, a belt, or the like, and does not need to be disposed on a common axis. .

  Further, the first motor M1 and the second motor M2 of the above-described embodiment are disposed concentrically with the input shaft 14, the first motor M1 is connected to the differential sun gear S0, and the second motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the differential sun gear S0 and the second motor M2 is transmitted through, for example, a gear, a belt, and a speed reducer. It may be connected to the member 18.

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

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of a pair of differential planetary gear devices 24, but is composed of two or more planetary gear devices in a non-differential state (constant shift state). It may function as a transmission having three or more stages.

  Further, the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 8 to the drive wheel 38, but the second electric motor M2 is connected to the power transmission path. In addition, the power distribution mechanism 16 can be connected via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1. The power transmission device 10 may be configured to be controllable.

  In 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. Also good. 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 unit 11 includes the first electric motor M1 and the second electric motor M2. However, the first electric motor M1 and the second electric motor M2 are different from the differential unit 11 in the power transmission device 10. May be provided.

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

1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a speed change operation and an operation of a hydraulic friction engagement device used therefor when the vehicle power transmission device of FIG. FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the vehicle 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. 2 is an example of a shift operation device that is operated to select a plurality of types of shift positions including a shift lever for performing a shift operation in the vehicle power transmission device of FIG. 1. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. 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 is a basis for shift determination of the automatic transmission unit, An example of a pre-stored switching diagram as a basis for determining whether to change the transmission state of the 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 a 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. 6 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG.

Explanation of symbols

8: Engine 10: Power transmission device 11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit (transmission unit)
38: Drive wheel 40: Electronic control device (control device)
M1: First motor (differential motor)
KP: feedback gain Ne: engine speed (engine speed)
Ne *: Target engine speed

Claims (2)

A differential mechanism connected between the engine and the drive wheel, and a differential motor connected to the differential mechanism so as to be capable of transmitting power; A control device for a vehicle power transmission device, comprising: an electric differential unit that controls a differential state of the differential mechanism; and a transmission unit that constitutes a part of a power transmission path,
Performing feedback control to control the output torque of the differential motor so that the engine rotation speed becomes a target engine rotation speed that is the target value;
The control device for a vehicle power transmission device, wherein a feedback gain in feedback control of the differential motor is reduced as a speed ratio of the transmission unit is larger. The transmission is a stepped transmission,
2. The control device for a vehicle power transmission device according to claim 1, wherein a feedback gain in feedback control of the differential motor is reduced as the shift speed of the stepped transmission is lower.

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