JP2009012730A - Engine start-up device for power transmission device for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for improving responsiveness of driving torque in response to the request of a driver when a traveling state by a motor is switched to a traveling state by an engine in a power transmission device for a hybrid car equipped with an engine and a motor as a power source for the traveling of the vehicle. <P>SOLUTION: Since an engine start-up means 94 starts up an engine 8 by changing the start-up system of the engine 8 under shifting of an automatic transmission portion 20, though in the conventional engine starting method, the engine is started up during non-shifting of the automatic transmission portion 20, an adverse influence due to an operation to start-up the engine 8 on the shifting operation of the automatic transmission portion 20 can be reduced. Since the operation to start-up the engine 8 begins to be executed during the shifting of the automatic transmission portion 20, it is possible to improve responsiveness to acceleration request by the driver as compared with a case that the operation is started after the automatic transmission portion 20 has completed the shifting. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device for a hybrid vehicle power transmission device, and relates to a hybrid vehicle power transmission device including an engine that is an internal combustion engine and a motor as a power source for traveling of the vehicle. The present invention relates to a technique for starting an engine when the engine is switched to a running state.

Conventionally, a driving torque from a main power source including an engine, a first electric motor, and a differential mechanism is transmitted to driving wheels via an output shaft, and a second electric motor is connected to the output shaft via an automatic transmission. In the hybrid vehicle drive device, the engine start shock and the shift shock of the automatic transmission overlap each other so that the passenger does not feel the shock greatly. There is known a control device that prohibits the shift of the transmission and starts the shift operation of the automatic transmission after the engine is substantially started. For example, this is the control device for a hybrid vehicle drive device disclosed in Patent Document 1.
JP 2004-208417 A JP 2005-264762 A JP 2003-127679 A

  When the control device of Patent Document 1 is used, there is a certain period of time from when the shift output commanding the shift of the automatic transmission is issued until the engagement element of the automatic transmission is switched and the shift operation is completed. However, since the shift of the automatic transmission is prohibited during the execution of the control for starting the engine, if a shift request is made based on the operation of the driver during the start control of the engine, In some cases, the end of the shift is delayed with respect to the request for the shift, and the driver feels the delay in the rise of the drive torque.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a hybrid vehicle power transmission device including an engine and an electric motor as a power source for running the vehicle. An object of the present invention is to provide a control device that has high drive torque response to a driver's request when switching from a running state to a running state by the engine.

  In order to achieve this object, the invention according to claim 1 includes: (a) a differential mechanism, and an operating state of a first motor connected to the differential mechanism so as to be capable of transmitting power is controlled; An electric differential unit that controls a differential state of the differential mechanism, a transmission unit that constitutes a part of the power transmission path and functions as an automatic transmission, and a second electric motor coupled to the power transmission path; An engine starter for a hybrid vehicle power transmission device comprising: (b) an engine start method in a case where the speed change portion is not shifting, and a case in which the speed change portion is being changed The engine starting method is changed.

  According to a second aspect of the present invention, (a) an engine is connected to the input shaft of the electric differential section so that power can be transmitted, and (b) the first motor and the electric motor are Any one of the second electric motors is used to increase the rotational speed of the engine in order to start the engine.

  According to a third aspect of the present invention, during the shifting of the transmission unit, both the first electric motor and the second electric motor are used to increase the rotational speed of the engine in order to start the engine. Features.

  According to a fourth aspect of the present invention, (a) an engine is connected to the input shaft of the electric differential section so as to be able to transmit power, and (b) the first motor and the first motor during the shifting of the transmission section. In order to start the engine using both two electric motors, the rotational speed of the engine is increased.

  The invention according to claim 5 includes: (a) a differential mechanism, and the differential state of the differential mechanism is controlled by controlling the operating state of the first electric motor connected to the differential mechanism so as to transmit power. Power transmission for a hybrid vehicle, comprising: an electric differential unit that controls the motor; a transmission that forms part of the power transmission path and functions as an automatic transmission; and a second electric motor coupled to the power transmission path (B) when the rotational speed of the engine is increased in order to start the engine, the output torque of the second electric motor when the transmission is not shifting is Thus, the output torque of the second electric motor is changed when the transmission unit is shifting.

  The invention according to claim 6 is characterized in that the output torque of the second electric motor is made larger during the shift of the transmission unit than during the non-shift of the transmission unit.

  The invention according to claim 7 is characterized in that the electric differential section operates as a continuously variable transmission mechanism by controlling an operating state of the first electric motor.

  According to the first aspect of the present invention, since the engine starting method when the transmission unit is shifting is changed with respect to the engine starting method when the transmission unit is not shifting. It is possible to reduce the influence of the operation for starting the engine on the speed change operation of the speed change portion, and the operation for starting the engine is started during the speed change of the speed change portion. Therefore, when the operation is started after the end of the shift, the response to the driver's acceleration request can be improved compared to the case where the operation and the shift are not performed in parallel. it can.

  Preferably, the transmission unit is a stepped transmission. Preferably, the engine start method changed as described above is a method of increasing the engine rotational speed performed to start the engine.

  According to a second aspect of the present invention, during non-shifting of the transmission unit, the rotation of the engine is used to start the engine using any one of the first electric motor and the second electric motor. Since the speed is increased, it is easy to control to increase the rotational speed of the engine as compared with the case where two electric motors are used at the same time, and the control load of the control device can be reduced during non-shifting of the transmission unit.

  According to a third aspect of the present invention, during the speed change of the speed change portion, both the first electric motor and the second electric motor are used to increase the rotational speed of the engine in order to start the engine. Therefore, it is possible to increase the rotational speed of the engine for starting the engine during the shift of the transmission unit, and to respond to the driver's acceleration request by early starting the engine. It is possible to improve. On the other hand, during non-shifting of the transmission unit, the rotational speed of the engine is increased to start the engine using one of the first electric motor and the second electric motor. The control load of the control device can be reduced during non-shifting of the transmission unit.

  Preferably, when the hybrid vehicle is driven using the second electric motor as a driving power source for driving without being output from the engine, the rotational speed of the engine is increased in order to start the engine. It is done.

  Also preferably, when the rotational speed of the engine is increased in order to start the engine using both the first motor and the second motor, the first motor and the second motor Rotate in the same direction, and the engine is rotated in the same direction.

  According to a fourth aspect of the present invention, during the shifting of the transmission unit, both the first motor and the second motor are used to increase the rotational speed of the engine in order to start the engine. Therefore, it is possible to increase the rotational speed of the engine for starting the engine during the shift of the transmission unit, and to respond to the driver's acceleration request by early starting the engine. It is possible to improve.

  According to the fifth aspect of the present invention, when the rotational speed of the engine is increased in order to start the engine, the output torque of the second electric motor when the speed change unit is not being shifted is determined. Since the output torque of the second electric motor is changed when the speed change unit is shifting, it is possible to reduce the influence of the operation for starting the engine on the speed change operation of the speed change unit. In addition, since the operation for starting the engine can be started during the shift of the transmission unit, the operation and the shift are performed in parallel when the operation is started after the end of the shift. Compared with the case where the driving is not performed, the responsiveness to the driver's acceleration request can be improved.

  According to the sixth aspect of the present invention, since the output torque of the second electric motor is increased during shifting of the transmission unit than during non-shifting of the transmission unit, whether or not the transmission unit is shifting. Regardless, it is possible to increase the rotational speed of the engine for starting the engine, and to improve the response to the driver's acceleration request.

  Preferably, the output torque of the second electric motor when the rotational speed of the engine is increased to start the engine during the shift of the transmission unit is the transmission unit for establishing the shift of the transmission unit. Is a reaction torque that maintains the input rotational speed of the engine and opposes the rotational resistance of the engine.

  According to the invention of claim 7, since the electric differential section operates as a continuously variable transmission mechanism by controlling the operating state of the first electric motor, the electric differential section is output from the electric differential section. The driving torque can be changed smoothly. The electric differential unit can be operated as a stepped speed change mechanism by changing the speed ratio stepwise in addition to continuously changing the speed change ratio to operate as an electric continuously variable transmission mechanism. It is.

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

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

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

  The differential unit 11, which can be referred to as an electrical differential unit in that the differential state is changed using the first electric motor M 1, includes the first electric motor M 1 and the engine 8 input to the input shaft 14. A power distribution mechanism 16 that mechanically distributes the output and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18, and to rotate integrally with the transmission member 18. And a second electric motor M2 that is operatively connected to each other. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor. M2 has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

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

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

  The automatic transmission unit 20 corresponding to the transmission unit of the present invention constitutes a part of a power transmission path from the differential unit 11 to the drive wheels 34, and includes a single pinion type first planetary gear unit 26, a single pinion type. This planetary gear type multi-stage transmission includes a second planetary gear unit 28 and a single pinion type third planetary gear unit 30 and functions as a stepped automatic transmission. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3 via a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, 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.

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

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

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

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

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

For example, the transmission member rotational speed N ₁₈ changes steplessly for each of the first to fourth gears and the reverse gear of the automatic transmission 20 shown in the engagement operation table of FIG. As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

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

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

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

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

  If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment includes the first rotating element RE1 (difference) of the differential planetary gear unit 24 in the power distribution mechanism 16 (differential unit 11). The moving part carrier CA0) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential part ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor. The rotation of the input shaft 14 is connected to M2 and is transmitted (inputted) to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and the difference indicated by the intersection of the straight line L0 and the vertical line Y3. rotational speed of the dynamic portion ring gear R0 is bound with the vehicle speed V in the case of substantially constant, the differential portion carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 by controlling the engine rotational speed N _E When the rotation speed is increased or decreased, the rotation speed of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotation speed of the first electric motor M1 is increased or decreased.

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

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

  In the automatic transmission unit 20, when the rotation of the transmission member 18 (third rotation element RE3) that is an output rotation member in the differential unit 11 is input to the eighth rotation element RE8 by engaging the first clutch C1. As shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotational element RE8 and the horizontal line XG and the sixth rotational element A first intersection at an oblique line L1 passing through the intersection of the vertical line Y6 indicating the rotation speed of RE6 and the horizontal line X1 and a vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22 is the first. The rotational speed of the output shaft 22 at high speed (1st) is shown. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed (2nd) is shown, and a seventh rotation coupled to the output shaft 22 and the oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1. The rotation speed of the output shaft 22 of the third speed (3rd) is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the element RE7, and is determined by the engagement of the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 at the fourth speed (4th) is shown at the intersection of the straight line L4 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22.

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

The electronic control unit 80 includes a signal indicating the engine water temperature TEMP _W , the number of operations of the shift lever 52 (see FIG. 5) at the shift position _PSH , the “M” position, etc. signal representing the signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal representative of the gear ratio sequence set value, a signal for commanding the M mode (manual shift running mode), a signal representing the operation of the air conditioner, the output A signal representing the vehicle speed V corresponding to the rotational speed of the shaft 22 (hereinafter referred to as the output shaft rotational speed) N _OUT , a signal representing the hydraulic oil temperature T _OIL of the automatic transmission unit 20, a signal representing the side brake operation, and a foot brake operation. Signal, catalyst temperature signal, accelerator pedal operation amount corresponding to the driver's required output, accelerator pedal opening Acc signal, cam angle signal, snow mode setting Signal representative of the signal representative of the longitudinal acceleration G of the vehicle, a signal indicative of the auto-cruise traveling, a signal representative of the weight of the vehicle (vehicle weight), signals representing the wheel speed of each wheel, rotational speed N _M1 of the first electric motor M1 ( Hereinafter, a signal representing the first motor rotation speed N _M1 ), a signal representing the rotation speed N _M2 of the second motor _M2 (hereinafter referred to as the second motor rotation speed N _M2 ), and charging of the power storage device 56 (see FIG. 6). A signal representing the capacity (charged state) SOC is supplied.

A control signal from the electronic control device 80 to the engine output control device 58 (see FIG. 6) for controlling the engine output, for example, the throttle valve opening θ of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8. commanding the ignition timing of the engine 8 by a fuel supply quantity signal and an ignition device 68 for controlling the amount of fuel supplied to the intake pipe 60 or the cylinder of the engine 8 by the drive signal and the fuel injection device 66 to the throttle actuator 64 for operating the _TH Ignition signal for adjusting, supercharging pressure adjusting signal for adjusting supercharging pressure, electric air conditioner driving signal for operating electric air conditioner, command signal for instructing operation of electric motors M1 and M2, shift for operating shift indicator Position (operation position) display signal, gear ratio display signal for displaying the gear ratio, and snow mode A snow mode display signal for causing the wheel to slip, an ABS operation signal for operating the ABS actuator for preventing the wheel from slipping during braking, an M mode display signal for indicating that the M mode is selected, the differential unit 11 and automatic A valve command signal for operating an electromagnetic valve (linear solenoid valve) included in the hydraulic control circuit 70 (see FIG. 6) to control the hydraulic actuator of the hydraulic friction engagement device of the transmission unit 20, A signal for regulating the line oil pressure P _L by the provided regulator valve (pressure regulating valve), and a drive command for operating the electric hydraulic pump which is a hydraulic source of the original pressure for regulating the line oil pressure P _L A signal, a signal for driving the electric heater, a signal to the cruise control control computer, and the like are output.

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

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

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

In the shift positions _PSH indicated by 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 cut-off state of the power transmission path by the second clutch C2. The “R” position, the “D” position, and the “M” position are travel positions that are selected when the vehicle travels. For example, as shown in the engagement operation table of FIG. And a power transmission path by the first clutch C1 and / or the second clutch C2 capable of driving a vehicle to which a power transmission path in the automatic transmission 20 is engaged so that at least one of the second clutch C2 is engaged. It is also a drive position for selecting switching to a power transmission enabled state.

  Specifically, when the shift lever 52 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 52 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, when the shift lever 52 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released and the power transmission path in the automatic transmission unit 20 is in a state in which power transmission is possible. From the “D” position to the “N” position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

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

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

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

For example, the hybrid control means 84 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 84 achieves both drivability and fuel efficiency during continuously variable speed travel within the two-dimensional coordinates formed by the engine rotational speed N _E and the output torque (engine torque) T _{E of the} engine 8. For example, the target output (total target output, required driving force) is set so that the engine 8 is operated along the optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 that is experimentally obtained and stored in advance. A target value of the total gear ratio γT of the speed change mechanism 10 is determined so that the engine torque T _E and the engine speed N _E for generating the engine output necessary for satisfaction are obtained, and the target value is obtained. The gear ratio γ0 of the differential unit 11 is controlled in consideration of the gear position of the automatic transmission unit 20, and the total gear ratio γT is controlled within the changeable range.

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

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

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

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

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

Further, the hybrid control means 84 uses the second electric motor M2 as a driving force source for traveling by the electric CVT function (differential action) of the differential unit 11 regardless of whether the engine 8 is stopped or in an idle state. That is, the motor can be driven. For example, the hybrid control means 84, typically a relatively low output torque T _OUT region or low engine torque T _E region the engine efficiency is poor compared to the high torque region, or a relatively low vehicle speed range of the vehicle speed V That is, the motor travel is executed in the low load region. Further, the hybrid control means 84 controls the first electric motor rotation speed N _M1 at a negative rotation speed in order to suppress the drag of the stopped engine 8 and improve fuel consumption during the motor running, for example, 1 motor M1 is rotated in idle and by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action).

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

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

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

Here, during the shift of the automatic transmission unit 20, for example, the required output torque T _OUT of the automatic transmission unit 20 increases due to an accelerator pedal operation or the like, so that the vehicle state changes from the motor travel region to the engine travel region in FIG. In such a case, the control for starting the engine 8 and the shift control of the automatic transmission unit 20 are executed in parallel. Hereinafter, a control operation for starting the engine 8 will be described.

Returning to FIG. 6, the engine start determination means 90 determines whether or not the engine start determination, which is a determination that the engine 8 should be started while the motor is running, has been made by the electronic control unit 80. For example, when the accelerator pedal is greatly depressed and the required output torque T _OUT of the automatic transmission unit 20 corresponding to the accelerator opening Acc increases in FIG. 7 and the vehicle state changes from the motor travel region to the engine travel region. Is determined to start the engine.

  The shift state determination unit 92 determines whether or not the automatic transmission unit 20 is shifting. Specifically, when a downshift is performed in which a speed change operation is performed so that the gear ratio γ of the automatic transmission unit 20 is increased, it is determined that the automatic transmission unit 20 is downshifting, and the automatic transmission When an upshift in which a speed change operation is performed so that the gear ratio γ of the unit 20 is small is determined, it is determined that the automatic transmission unit 20 is upshifting. When the automatic transmission unit 20 is neither downshifted nor upshifted, that is, when the automatic transmission unit 20 is not performing a shift operation, it is determined that the automatic transmission unit 20 is not shifting. To do. Whether the automatic transmission unit 20 is downshifting or upshifting is detected from, for example, switching of a solenoid valve for controlling the clutch and brake of the automatic transmission unit 20 and the operation chart of FIG. Can do.

  When the engine start determination means 90 makes a positive determination that the engine start determination has been made while the motor is running, the engine start means 94 executes control for starting the engine 8, and the automatic transmission unit 20 The engine 8 is started by changing the starting method of the engine 8 when the automatic transmission unit 20 is shifting up or down with respect to the starting method of the engine 8 when not shifting. . Furthermore, the engine starting means 94 uses different starting methods of the engine 8 depending on whether the automatic transmission unit 20 is upshifting or downshifting.

The starting method of the engine 8 will be described in detail. When the engine start determination unit 90 makes a positive determination that the engine start determination has been made, the engine start unit 94 indicates that the automatic transmission unit 20 is not shifting. Is determined by the shift state determination means 92, the power transmission path from the second electric motor M2 to the drive wheels 34 is not interrupted, so if the vehicle speed V is constant, the vehicle speed V (drive wheels 34) is reached. The first motor rotation speed N _M1 is changed while the second motor rotation speed N _M2 to be constrained is kept constant, and specifically, the first motor rotation speed N _M1 is increased in the same rotation direction as the second motor M2. thereby higher than the engine speed N _E of the first electric motor M1 and the engine startable engine starting rotational speed NE1 in the same rotational direction as the second electric motor M2 for starting the engine Increase until. At this time, the first motor rotation speed N _M1 is increased by the output torque T _{M1 of} the first motor _M1 (hereinafter referred to as “first motor torque T _M1 ”). Since the second motor rotation speed N _M2 , which is the input rotation speed of the unit 20, works in a direction to lower the second motor rotation speed N _M2 , the output torque T _{M2 of} the second motor _{M 2} (hereinafter referred to as “second motor torque”) is maintained. T _M2 ”) is increased compared to the case where the engine is not started. Incidentally, it is utilized to increase the engine rotation speed N _E for the reverse driving force transmitted from the drive wheels 34 since the power transmitting path is not interrupted even engine starting. Thus, for the rotation resistance of the engine 8 acting in a direction to lower the second-motor rotation speed N _M2 at the third rotating element RE3, combined reverse driving force of the second electric motor torque T _M2 from the drive wheels 34 Torque is competing. Basically, the second electric motor torque T _M2 is increased compared to the case where the engine is not started to counter the rotational resistance of the engine 8, but for example, from the drive wheel 34 to the differential unit 11. When the transmitted reverse driving force is extremely large with respect to the rotational resistance of the engine 8 or the like, the second electric motor torque T is hardly affected even if the second electric motor torque T _M2 is not increased. _M2 may not increase, that is, the second electric motor M2 using the first electric motor M1 without using for engine start, may increase the engine rotation speed N _E for the engine start.

Further, when the engine start determination unit 90 makes a positive determination that the engine start determination has been made, the engine start unit 94 determines that the automatic transmission unit 20 is downshifted by the shift state determination unit 92. when made in using both of the first electric motor M1 and the second electric motor M2, to raise the engine rotational speed N _E for starting the engine. Specifically, the engine starting means 94 changes the second motor rotation speed N _M2 that is the input rotation speed of the automatic transmission unit 20 so as to establish the downshift of the automatic transmission unit 20 by controlling the second motor torque T _M2. is, that while increasing, by changing the first-motor rotation speed N _M1 controls the first electric motor torque T _M1, that raises the first electric motor speed N _M1 in the same rotational direction as the second electric motor M2, so it It is increased to be higher than the engine speed N _E of the first and second electric motors M1 and M2 engine startable in the same rotational direction as the engine starting rotational speed NE1 for starting the engine by.

Further, when the engine start determination unit 90 makes a positive determination that the engine start determination has been made, the engine start unit 94 determines that the automatic transmission unit 20 is upshifting by the shift state determination unit 92. even when made using both of the first electric motor M1 and the second electric motor M2, to raise the engine rotational speed N _E for starting the engine. However, specifically, the engine starting means 94 controls the second motor torque T _M2 to establish the upshift of the automatic transmission unit 20 so as to establish the upshift of the automatic transmission unit 20 and the second motor rotation speed N _M2 that is the input rotation speed of the automatic transmission unit 20. is varied, i.e. while lowering, by changing the first-motor rotation speed N _M1 controls the first electric motor torque T _M1, that raises the first electric motor speed N _M1 in the same rotational direction as the second electric motor M2 , thereby increased to be higher than the engine speed N _E of the first electric motor M1 and the engine startable engine starting rotational speed NE1 in the same rotational direction as the second electric motor M2 for starting the engine. Therefore, during the upshift and downshift of the automatic transmission unit 20, the clutch or brake is engaged and released simultaneously by the shift operation, and the power transmission path from the second electric motor M2 to the drive wheels 34 is interrupted. Since the reverse driving force from the drive wheels 34 cannot be used, the engine starter 94 is configured to output the second electric motor torque T _M2 when the automatic transmission unit 20 is shifting (during downshifting or upshifting). Is changed or determined to be larger than that when the automatic transmission unit 20 is not shifting. Note that the second motor torque T _M2 when the engine speed _NE is increased to start the engine during the shift is maintained at the second motor speed N _M2 for establishing the shift of the automatic transmission unit 20 and the engine. It can be said that this is a reaction torque against the rotational resistance of 8. Whether the automatic transmission unit 20 is shifting or not shifting, the first motor torque T _M1 and the second motor torque T _M2 are determined in consideration of variations in the rotational resistance of the engine 8 in experiments and the like. Determined based on the results.

Furthermore, even if the automatic shifting portion 20 is in even non-shifting case is in gear, when increasing the engine rotation speed N _E for the engine starting engine starting means 94, the engine rotational speed N _E is engine starting rotational When the speed becomes higher than NE1, the engine 8 is started, that is, engine ignition is performed. The engine ignition timing when the automatic transmission unit 20 is shifting may be either before or after the shift end timing, but the engine ignition timing and the shift end timing overlap, that is, both timings. When the time difference is within a predetermined time, the engine start shock and the shift shock may overlap and the passenger may feel the shock greatly, so the engine ignition timing may be determined so as to avoid it.

  FIG. 8 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a control operation for starting the engine 8 while the motor is running, for example, with a very short cycle time of about several milliseconds to several tens of milliseconds. Repeatedly executed.

First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the engine start determination means 90, it is determined whether or not the engine start determination is made during motor running. For example, when the accelerator pedal is greatly depressed and the required output torque T _OUT of the automatic transmission unit 20 corresponding to the accelerator opening Acc increases in FIG. 7 and the vehicle state changes from the motor travel region to the engine travel region. Is determined to start the engine. If this determination is affirmative, that is, if the engine start determination is made, it is necessary to start the engine 8, and the process proceeds to SA2. On the other hand, if this determination is negative, the control operation shown in the flowchart of FIG. 8 ends.

  In SA2, it is determined whether or not the automatic transmission unit 20 is upshifting. If this determination is affirmative, that is, if the automatic transmission unit 20 is upshifting, the process proceeds to SA4. On the other hand, if this determination is negative, the operation goes to SA3.

  In SA3, it is determined whether or not the automatic transmission unit 20 is downshifting. If this determination is affirmative, that is, if the automatic transmission unit 20 is downshifting, SA5 is shifted to. On the other hand, if this determination is negative, that is, if the automatic transmission unit 20 is not shifting, the process proceeds to SA6. Note that SA2 and SA3 correspond to the shift state determining means 92.

In SA4, the second electric motor rotation speed N _M2 that is the input rotation speed of the automatic transmission section 20 is lowered so that the upshift of the automatic transmission section 20 is established, and the first electric motor rotation speed N _{M1 is} used for starting the engine. There is raised in the same rotational direction as the second electric motor M2, so that by the engine rotational speed N _E is the first electric motor M1 and the engine startable engine starting rotational speed NE1 in the same rotational direction as the second electric motor M2 for starting the engine Raised until high.

In SA5, the second motor rotation speed N _M2 is increased so that the downshift of the automatic transmission unit 20 is established, and the first motor rotation speed N _M1 is increased in the same rotation direction as the second motor M2, thereby raised to be higher than the engine speed N _E first electric motor M1 and the engine startable engine starting rotational speed NE1 in the same rotational direction as the second electric motor M2 for starting the engine. During the upshifting and downshifting of the automatic transmission unit 20, the clutch or brake is engaged and released simultaneously by the shifting operation, and the power transmission path from the second electric motor M2 to the drive wheels 34 is interrupted. since the reverse driving force from the driving wheel 34 is not transmitted to the engine 8, second-motor torque T _M2 when the automatic shifting portion 20 is in shifting when the automatic shifting portion 20 is a non-shifting contrast Is enlarged.

In SA6, the automatic transmission unit 20 is not shifting, and the power transmission path from the second electric motor M2 to the drive wheels 34 is not interrupted. Therefore, if the vehicle speed V is constant, the vehicle speed V (drive wheels 34) is reached. The second motor rotation speed N _M2 to be constrained is kept constant, and the first motor rotation speed N _M1 is increased in the same rotation direction as the second motor M2, so that the engine rotation speed N _E becomes the first engine rotation for starting the engine. The first motor M1 and the second motor M2 are raised in the same rotational direction until they become higher than the engine starting rotational speed NE1 at which the engine can be started. At this time, the first motor rotation speed N _M1 is increased by the first motor torque T _M1 , but the second motor rotation speed N _M2 , the rotation resistance of the engine 8 being the input rotation speed of the automatic transmission unit 20, is increased. Since it works in the pulling-down direction, the second motor torque T _M2 is increased compared to the case where the engine is not started in order to maintain the second motor rotation speed N _M2 . It should be noted that the first electric motor torque T _M1 and the second electric motor torque T _M2 are measured in consideration of variations in the rotational resistance of the engine 8 regardless of whether the automatic transmission unit 20 is shifting or not. It is determined based on the results.

SA4 to the one of SA6 is executed proceeds to SA7, in SA7, the engine rotational speed N _E is whether it is higher than the engine starting rotational speed NE1 is determined. If this determination is affirmative, that is, SA8 proceeds if the engine rotational speed N _E is higher than the engine starting rotational speed NE1. On the other hand, if this determination is negative, SA7 is executed again. That is, the increase in the engine rotational speed N _E to be executed in any of the above SA4 through SA6, the engine rotational speed N _E is continued until becomes higher than the engine starting rotational speed NE1, the engine rotational speed N _E is engine starting rotational speed If it becomes higher than NE1, SA8 will be moved.

  In SA8, engine ignition is performed and the engine 8 is started. The SA4 to SA8 correspond to the engine starting means 94.

FIG. 9 is a time chart for explaining the control operation shown in the flowchart of FIG. 8, in which the accelerator pedal is depressed during the running of the motor, and the engine start determination is made during the downshift of the automatic transmission unit 20. This is an example. In FIG. 9, the engine rotation speed N _E , the input rotation speed of the automatic transmission unit 20, the second motor rotation speed N _M2 , the first motor rotation speed N _M1 , and the accelerator opening Acc are shown in order from the top. In this embodiment, the input rotation speed of the automatic transmission unit 20 and the second motor rotation speed N _M2 are the same.

The time point t _{A1 in} FIG. 9 indicates that a shift determination, which is a determination as to whether or not to shift the automatic transmission unit 20, should be performed in the electronic control unit 80 based on the shift map as shown in FIG. .

The time point t _A2 indicates that the shift output commanding the shift of the automatic transmission unit 20 is output to the hydraulic control circuit 70. Specifically, a shift output that instructs a downshift of the automatic transmission unit 20 is output. Due to this shift output, the shift of the automatic transmission unit 20 is started from time t _A2 , and the second motor rotation speed _NM2, that is, the input rotation speed of the automatic transmission unit 20 is increased so as to establish a downshift of the automatic transmission unit 20. ing. Further, since the engine 8 is not rotating due to its rotational resistance at the time t _A2 , the first electric motor M1 in the free rotation state is caused by the increase in the second electric motor rotational speed N _M2 and the differential action of the power distribution mechanism 16. The rotational speed N _M1 is increased in the direction opposite to that of the second electric motor M2 from time t _A2 .

At time t _A3 , the accelerator pedal is depressed, that is, the accelerator opening Acc is increased. Due to the increase in the accelerator opening Acc, the vehicle state changes from the motor travel region in FIG. 7 to the engine travel region, and the engine start determination is made in the electronic control unit 80. Then the positive determination at SA1 in Fig. 8 made, and, because the determination of the automatic shifting portion 20 at SA3 in FIG. 8 affirms the effect that downshift has been made, the from time t _A3 in FIG. 9 1 electric motor speed N _M1 is raised in the same rotational direction as the second electric motor M2, so that by that the engine rotational speed N _E for starting the engine is raised. Although not shown in FIG. 9, since the rotational resistance of the engine 8 with the time t _A3 to increase in the engine rotational speed N _E acts in a direction to push down the second-motor rotation speed N _M2, the first from time t _A3 2 The motor torque T _M2 is increased.

The time t _A4 indicates that the shift of the automatic transmission unit 20 has been completed. Accordingly, after the time t _A4 , the automatic transmission unit 20 is in a non-shifting state, and the second motor rotation speed N _M2, that is, the input rotation speed of the automatic transmission unit 20 is constant from the time t _A4 corresponding to the vehicle speed V. However, still the engine at t _A4 point because it is not started, the increase in the engine rotational speed N _E by raising the first electric motor speed N _M1 is continuing.

t _A5 time, complete explosion of the engine 8, namely, engine ignition at SA8 of positive determination is made Figure 9 at SA7 engine rotational speed N _E reaches the engine starting rotational speed NE1 9 is performed It is shown that. Note that the engine start timing is determined so that the time difference between the time t _{A4 and the} time t _A5 is equal to or greater than a predetermined time in order to avoid the overlap of the shift shock due to the end of the shift of the automatic transmission unit 20 and the engine start shock. May be.

FIG. 10 shows the control operation of the present embodiment shown in the flowchart of FIG. 8 and the conventional control operation, that is, engine start control is prohibited during the shift of the automatic transmission unit 20, and the engine speed N for engine start after the end of the shift. _{It is} a time chart for comparing with the control operation which starts the rise of _E , Comprising: The accelerator pedal is stepped on during the said motor driving | running | working at the time of coast driving | running | working, and the automatic transmission part 20 down from 2nd speed to 1st speed This is an example when the engine start determination is made during a shift. Then, t _B1 to t _B4 in FIG. 10 respectively correspond to t _A2 or t _A5 of FIG. Hereinafter, the difference will be mainly described.

At time t _B2 , the vehicle state changes from the motor travel region of FIG. 7 to the engine travel region due to the increase in the accelerator opening Acc, and the engine start determination is made in the electronic control unit 80. Therefore, in this embodiment, FIG. similar to the first electric motor speed N _M1 from t _B2 point in FIG. 10 is pulled in the same direction of rotation as the second electric motor M2, so that by that the engine rotational speed N _E for starting the engine is raised. On the other hand, in the conventional control operation, the engine rotation speed _NE is not increased during the shift of the automatic transmission unit 20 because the engine is started. Therefore, as shown by the broken line in FIG. the electric motor M2 continues to increase its rotational speed N _M1 in the reverse direction, the engine rotational speed N _E is maintained at zero.

The time point t _B3 indicates that the shift of the automatic transmission unit 20 has been completed. Therefore, in the conventional control operation, as shown by the broken line in FIG. 10, the first motor rotation speed N _M1 is increased in the same rotation direction as that of the second motor M2 from the time point t _B3 , thereby the engine rotation speed for starting the engine. N _E is raised. The power transmission path in the automatic transmission unit 20 is interrupted by the shifting operation from the time point t _B1 indicating the start of shifting of the automatic transmission unit 20 to the time point t _B3 indicating the end of shifting of the automatic transmission unit 20. In other words, the ring shaft of the differential unit 11 connected to the transmission member 18 that is the input shaft of the automatic transmission unit 20 is not restrained by the drive wheels 34, that is, is in a free state.

The time point t _B4 indicates the complete explosion of the engine 8 in the present embodiment. However, in the conventional control operation, the complete explosion of the engine 8 has not yet been reached at the time point t _B4 , and the conventional control operation is performed at the time point t _B5 . Engine 8 has been completely detonated. That is, according to the time chart of FIG. 10, the present embodiment as compared with the conventional control operation is had required time is shortened response characteristic is improved up to the complete explosion of the engine from t _B5 point to a t _B4 time It can be said.

  FIG. 11 shows the relative rotational speeds of the first electric motor M1, the engine 8, and the second electric motor M2 in [1] to [4] and [4 ′] which are each period on the time axis (horizontal axis) of FIG. FIG. 10 is an alignment chart to be described, and [1] to [4] and [4 ′] in FIG. 10 correspond to [1] to [4] and [4 ′] in FIG. In addition, [3-1] in FIG. 11 shows a conventional control operation, [3-2] in FIG. 11 shows this embodiment, and [1], [2], [4], [4] in FIG. The nomogram of '] shows both the present embodiment and the conventional control operation.

The collinear diagram of FIG. 11 [1] shows the state up to the time point t _B1 of FIG. 10, and the automatic transmission unit 20 (shown as “AT” in FIG. 11) is not shifting, so the automatic transmission unit The power transmission path in 20 is in a connected state, that is, in an engaged state such as a clutch. The second electric motor M2 functions as a generator so the accelerator opening Acc is in coasting zero, the second electric motor M2 as indicated by the arrow T _R1 in FIG. 11 (1) in the direction of reducing the rotational speed N _M2 Torque is generated. The intersections of the straight line L _S1 and the three vertical axes indicate the rotational speeds of the first electric motor M1, the engine 8, and the second electric motor M2, respectively. The intersections of the broken line L _S and the three vertical axes are The rotation speeds of the first electric motor M1, the engine 8, and the second electric motor M2 after the engine complete explosion and after the shift of the automatic transmission unit 20, that is, the first speed are shown.

Alignment chart of FIG. 11 [2] are those indicating the state of the t _B1 point in FIG. 10 to t _B2 point, the automatic shifting portion 20 is under shifting power transmitting path of the automatic shifting portion 20 is shut off This is a free state in which the clutch or the like is released. Order to establish the down-shift of the automatic transmission portion 20 to the second speed to the first speed, the input rotational speed of the second electric motor M2 is the automatic shifting portion 20 to output the torque as indicated by an arrow T _R2 in FIG. 11 (2) The second motor rotation speed N _M2 is increased. Note that the intersections of the straight line L _S2 and the three vertical axes indicate the rotational speeds of the first electric motor M1, the engine 8, and the second electric motor M2, respectively.

11 collinear chart of [3-1] are those indicating the state of the t _B2 point in FIG. 10 in the conventional control operation until t _B3 point, the automatic shifting portion 20 so the automatic shifting portion 20 is under shifting The internal power transmission path continues to be in a free state, and in order to establish the downshift of the automatic transmission unit 20, the output of the second motor torque T _M2 is continued so as to increase the second motor rotation speed N _M2 . . Arrows T _R3 of FIG. 11 (3-1) represents a second electric motor torque T _M2, the first electric motor M1 respectively intersection of the straight line L _S3-1 and the three vertical axes of the engine 8, the second electric motor The rotation speed of M2 is shown.

The collinear diagram of FIG. 11 [3-2] shows the state from the time point t _{B2 to the} time point t _B3 in FIG. 10 in the present embodiment. Since the automatic transmission unit 20 is shifting, the automatic transmission unit 20 In order to continue the free state and establish the downshift of the automatic transmission unit 20, the second motor torque T _M2 indicated by the arrow TR ₄ is output so as to increase the second motor rotation speed N _M2. Has been. Since the engine start determination is made at time t _B2 in FIG. 10, the engine rotation is determined by the output of the first motor torque T _M1 indicated by the arrow T _R5 and the output of the second motor torque T _M2 indicated by the arrow T _R4. The speed _NE is increased. In this case, in order to counteract rotational resistance of the engine 8 indicated by arrow T _R6 by the second electric motor torque T _M2 while maintaining the increase in the second-motor rotation speed N _M2, the second motor torque T shown by the arrow T _{R4 M2} is a torque obtained by combining a torque for increasing the second motor rotational speed _NM2 and a reaction torque against the rotational resistance of the engine 8 to establish the downshift, and the second motor indicated by the arrow _TR3. Torque becomes larger than T _M2 . Note that the intersections of the straight line L _S3-2 and the three vertical axes indicate the rotational speeds of the first electric motor M1, the engine 8, and the second electric motor M2, respectively.

11 (4) the alignment chart of [4 '] are those showing the state until t _B5 time from t _B3 or t _B3 time from time to t _B4 point in FIG. 10, the shifting of the automatic transmission portion 20 terminates Therefore, the power transmission path in the automatic transmission unit 20 is in the engaged state, and the second motor rotation speed _NM2 restrained by the vehicle speed V (drive wheel 34) cannot be increased, but the first speed is required to start the engine. The second motor torque T _M2 and the arrow T indicated by the arrow T _R7 that oppose the rotational resistance of the engine 8 indicated by the arrow T _R9 so that the motor rotation speed N _M1 is increased and the engine rotation speed N _E is increased. _A first motor torque T _M1 indicated by _R8 is output. Accordingly, the second electric motor torque T _M2 indicated by the arrow TR ₇ is a torque obtained by combining the driving force for traveling and the reaction force torque that opposes the rotational resistance of the engine 8. The first electric motor M1 respectively intersection between the straight line L _S4 3 present the longitudinal axis of the engine 8 shows a rotational speed of the second electric motor M2.

  The electronic control device 80 of this embodiment has the following effects (1) to (6). (1) The engine starting means 94 changes the starting method of the engine 8 when the automatic transmission unit 20 is shifting, compared to the starting method of the engine 8 when the automatic transmission unit 20 is not shifting. Since the engine 8 is started, it is possible to reduce the influence of the operation for starting the engine 8 on the shift operation of the automatic transmission unit 20, and the engine 8 during the shift of the automatic transmission unit 20 can be reduced. Since the operation for starting the vehicle can be started, the operation is started after the end of the shift of the automatic transmission unit 20, compared with the case where the operation and the above shift are not performed in parallel. It is possible to improve the responsiveness to a person's acceleration request.

(2) The engine speed _NE may be increased in order to start the engine 8 using the first electric motor M1 without using the second electric motor M2 while the automatic transmission unit 20 is not shifting. , in such a case, compared with the case of using both the first and second electric motors M1 and M2 simultaneously is easy to control to increase the engine rotational speed N _E, the non-shifting of the automatic shifting portion 20 During this, the control load of the electronic control unit 80 can be reduced.

(3) Since the engine speed _NE is increased to start the engine 8 using both the first electric motor M1 and the second electric motor M2 during the shift of the automatic transmission unit 20, the engine 8 is started. It is possible during the shift of the engine speed N _E automatic shifting portion 20 to increase the for, can improve the responsiveness to driver's acceleration request by performing starting of the engine 8 in an early stage It is.

(4) When the engine speed _NE is increased in order to start the engine 8, the automatic transmission unit 20 changes the speed with respect to the second motor torque T _M2 when the automatic transmission unit 20 is not shifting. Since the second electric motor torque T _M2 when the engine is in the middle is changed, it is possible to reduce the influence of the operation for starting the engine 8 on the speed change operation of the automatic speed change unit 20, and Since the operation for starting the engine 8 can be started during the shift of the transmission unit 20, the operation and the above-described shift are performed in parallel when the operation is started after the shift of the automatic transmission unit 20 is completed. Responsiveness to the driver's acceleration request can be improved as compared with the case where the driver does not.

(5) Since during the shifting of the automatic shifting portion 20 is changed to the second electric motor torque T _M2 than the non-shifting of the automatic shifting portion 20 increases, whether crab automatic shifting portion 20 is under shifting regardless, it is possible to increase the engine rotation speed N _E for start-up of the engine 8, may aim to improve the response to the driver's acceleration demand.

  (6) Since the differential unit 11 operates as a continuously variable transmission (continuously variable transmission mechanism) by controlling the operating state of the first electric motor M1, the drive torque output from the differential unit 11 is smoothly smoothed. It is possible to change.

  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 present embodiment, the first electric motor M1 and the second electric motor M2 are provided in the differential unit 11, but it is particularly necessary that the first electric motor M1 and the second electric motor M2 are part of the differential unit 11. For example, the first electric motor M <b> 1 and the second electric motor M <b> 2 may be provided in the transmission mechanism 10 separately from the differential unit 11.

Further, the differential section 11 of the present embodiment may include a differential limiting device such as a clutch that can limit or prohibit relative rotation between the first rotating element RE1 and the second rotating element RE2, for example. Thus, when the engine speed _NE is increased for starting the engine, the differential limiting device restricts or prohibits the relative rotation between the first rotating element RE1 and the second rotating element RE2, and thereby By setting the first to third rotating elements RE1, RE2, and RE3 in a non-differential state in which the rotating elements RE1, RE2, and RE3 rotate integrally, the engine rotational speed N _E is used to start the engine using either the first electric motor M1 or the second electric motor M2. It can be raised, for example, by controlling the second electric motor M2 without using the first electric motor M1 can increase the engine rotational speed N _E, using both the first and second electric motors M1 and M2 The control load of the electronic control unit 80 can be reduced as compared with the case where it is performed.

Further, when the engine is started during the shift of the automatic transmission unit 20, the driver is expected to increase the drive torque as quickly as possible, and therefore the shift and the engine start are performed independently. and compared, with hasten the rise of the engine speed N _E by the first electric motor M1 and the second electric motor M2, improved responsiveness as shift end timing and the engine ignition timing is advanced can be achieved.

  In the present embodiment, the second electric motor M2 is directly connected to the transmission member 18, but the connection position of the second electric motor M2 is not limited thereto, and the power between the engine 8 or the transmission member 18 and the drive wheels 34 is not limited thereto. You may connect with the transmission path directly or indirectly through a transmission, a planetary gear apparatus, an engagement apparatus, etc.

  In this embodiment, the differential unit 11 functions as an electric continuously variable transmission whose gear ratio γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max. The present invention can be applied even if the gear ratio γ0 of 11 is changed not in a continuous manner but in a stepwise manner using a differential action.

  In the power distribution mechanism 16 of the present 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 may be any one of the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It can be connected to

  In the present embodiment, the engine 8 is directly connected to the input shaft 14, but may be operatively connected, for example, via a gear, a belt, or the like, and does not need to be disposed on a common axis.

  In this embodiment, the first electric motor M1 and the second electric motor M2 are arranged concentrically with the input shaft 14, the first electric motor M1 is connected to the differential sun gear S0, and the second electric motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the differential sun gear S0 via a gear, a belt, a speed reducer, etc., and the second motor M2 is a transmission member. 18 may be connected.

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

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

  Further, the power distribution mechanism 16 as a differential mechanism of the present embodiment includes, for example, a pinion that is rotationally driven by the engine 8 and a pair of bevel gears that mesh with the pinion, the first electric motor M1 and the transmission member 18 (second electric motor M2). It may be a differential gear device operatively connected to the motor.

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

  Further, in the present embodiment, the engine 8 and the differential unit 11 are directly coupled, but it is not always necessary to couple directly, and the engine 8 and the differential unit 11 are coupled via a clutch. Also good.

  In the present embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the present invention is not particularly limited to this configuration, and the transmission mechanism 10 as a whole is electrically differential. The present invention can be applied to any configuration that includes a function for performing gear shifting and a function for performing gear shifting on a principle different from that based on electrical differential as a whole of the speed change mechanism 10 and need not be mechanically independent. Absent. Further, the arrangement position and arrangement order of these are not particularly limited. In short, the automatic transmission unit 20 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 34.

  Further, the second electric motor M2 is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 8 to the drive wheels 34, but the second motor M2 is connected to the power transmission path. In addition, it is possible to connect to the power distribution mechanism 16 via an engagement element such as a clutch, and the speed change that enables the differential state of the power distribution mechanism 16 to be controlled by the second electric motor M2 instead of the first electric motor M1. The structure of the mechanism 10 may be used.

  In the speed change mechanism 10, 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, but the first electric motor M1 is the second rotating element. The second motor M2 may be connected to the RE2 via an engagement element such as a clutch, and the second electric motor M2 may be connected to the third rotating element RE3 via an engagement element such as a clutch.

  The automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission, but may be a continuously variable CVT.

1 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the hybrid vehicle power transmission device of FIG. 1 and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the hybrid vehicle power transmission device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for hybrid vehicles of FIG. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the hybrid vehicle power transmission apparatus of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates using the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, It is a figure which shows an example of the driving force source switching diagram memorize | stored beforehand which has the boundary line of the engine running area | region and motor running area | region for switching engine driving | running | working and motor driving | running | working area, is there. 6 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. FIG. 9 is a time chart for explaining the control operation shown in the flowchart of FIG. 8, in which an accelerator pedal is depressed during running of the motor and an engine start determination is made during a downshift of the automatic transmission unit. The control operation of the present embodiment shown in the flowchart of FIG. 8 and the conventional control operation, that is, control for prohibiting engine start control during shifting of the automatic transmission and starting to increase engine rotational speed for engine start after the end of the shift. FIG. 5 is a time chart for comparing operation with an accelerator pedal being depressed during motor running during coast running, and an engine start determination is made during downshift of the automatic transmission unit from second speed to first speed. This is an example. FIG. 11 is a collinear diagram illustrating relative rotational speeds of the first electric motor, the engine, and the second electric motor in [1] to [4] and [4 ′] that are each period on the time axis (horizontal axis) of FIG. 10. .

Explanation of symbols

8: Engine 10: Transmission mechanism (power transmission device for hybrid vehicle)
11: Differential part (electrical differential part)
14: Input shaft 16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit (transmission unit)
80: Electronic control device (engine starter)
M1: first electric motor M2: second electric motor

Claims (7)

An electric differential unit having a differential mechanism, and the differential state of the differential mechanism is controlled by controlling the operating state of the first electric motor coupled to the differential mechanism so as to transmit power; and An engine starter for a power transmission device for a hybrid vehicle, comprising: a transmission portion that constitutes a part of a power transmission path and functions as an automatic transmission; and a second electric motor coupled to the power transmission path,
An engine of a power transmission device for a hybrid vehicle, wherein the engine starting method when the transmission unit is shifting is changed with respect to the engine starting method when the transmission unit is not shifting. Starter. An engine is connected to the input shaft of the electric differential section so that power can be transmitted,
The non-shifting of the speed change unit uses one of the first electric motor and the second electric motor to increase the rotational speed of the engine in order to start the engine. Item 4. An engine starter for a hybrid vehicle power transmission device according to Item 1. 3. The engine according to claim 2, wherein both the first electric motor and the second electric motor are used to increase the rotational speed of the engine during the shifting of the transmission unit in order to start the engine. Engine starter for a hybrid vehicle power transmission device. An engine is connected to the input shaft of the electric differential section so that power can be transmitted,
2. The engine according to claim 1, wherein both the first electric motor and the second electric motor are used to increase the rotational speed of the engine during the shifting of the transmission unit in order to start the engine. Engine starter for a hybrid vehicle power transmission device. An electric differential unit having a differential mechanism, and the differential state of the differential mechanism is controlled by controlling the operating state of the first electric motor coupled to the differential mechanism so as to transmit power; and An engine starter for a power transmission device for a hybrid vehicle, comprising: a transmission portion that constitutes a part of a power transmission path and functions as an automatic transmission; and a second electric motor coupled to the power transmission path,
When the rotational speed of the engine is increased in order to start the engine, a case where the transmission unit is shifting with respect to an output torque of the second electric motor when the transmission unit is not shifting. An engine starter for a power transmission device for a hybrid vehicle, wherein the output torque of the second electric motor is changed. 6. The engine starter for a hybrid vehicle power transmission device according to claim 5, wherein the output torque of the second electric motor is set larger during shifting of the shifting unit than during non-shifting of the shifting unit. The hybrid vehicle according to any one of claims 1 to 6, wherein the electric differential unit operates as a continuously variable transmission mechanism by controlling an operation state of the first electric motor. Engine starter for power transmission equipment for automobiles.

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