JP2009137332A - Control device for vehicle transmission system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle transmission system, which is equipped with: an electric differential part in which differential states of respective rotating elements are controlled by controlling the operation state of a motor; and a shift part, the control device for the vehicle transmission system preventing high speed rotation of a motor constituting a portion of an electric differential part thereby improving the durability of the motor. <P>SOLUTION: The control device for the vehicle transmission system is equipped with a driving source rotation speed control means 90 of controlling the rotation speed NE of an engine 8 so that the rotation speed of a first motor M1 is within a predetermined rotation speed range when the rotating direction of a driving wheel 34 is different from a traveling direction instructed by a shift operation device 52, whereby even if an output shaft (transmission member 18) of a differential part 11 is reversely rotated, high speed rotation of the first motor M1 can be suppressed by controlling the rotation speed NE of the engine 8. Consequently, deterioration in durability of the first motor M1 can be suppressed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention controls the differential state between the rotational speed of the input shaft connected to the drive source and the rotational speed of the output shaft by controlling the operating state of the electric motor connected to the rotating element of the differential mechanism. An electric differential unit, a transmission unit constituting a part of a power transmission path between the drive source and the drive wheels, and a shift operation device capable of setting the traveling direction of the vehicle to at least either forward or reverse In particular, the present invention relates to a technique for preventing high rotation of an electric motor constituting an electric differential section.

  An electric difference in which the differential state between the rotational speed of the input shaft connected to the drive source and the rotational speed of the output shaft is controlled by controlling the operating state of the electric motor connected to the rotating element of the differential mechanism. 2. Description of the Related Art There is known a hybrid vehicle power transmission device that includes a moving part and a speed change part that constitutes a part of a power transmission path between the drive source and the drive wheels. For example, the vehicle drive apparatus of patent document 1 is the example. The electric differential unit is composed of, for example, a planetary gear device and two electric motors, and the gear ratio of the electric differential unit can be changed steplessly by controlling the rotational speed of the two electric motors. it can.

JP 2005-337372 A

  By the way, in the hybrid vehicle power transmission device including the above-mentioned Patent Document 1, for example, the shift operation device moves backward on a slope with a gradient in a state where the shift position of the shift operation device is located at the “N” position which is a power transmission cutoff state. When the shift position is switched to the “D” position, which is the forward travel position, the drive wheel is temporarily reversely rotated, and the rotation is transmitted to the output shaft of the electric differential unit via the transmission unit. If the drive source is rotated for warm-up operation or the like in this state, the electric motor may be rotated at a high rotation speed by the differential action of the electric differential unit. Since this problem has not been known, no solution has been devised for this problem.

  The above problem will be described in more detail with reference to FIG. FIG. 12 is a collinear diagram showing the relative rotational speeds of the rotating elements of the electric differential section. The electric differential unit is mainly composed of, for example, a planetary gear device, and the sun gear S is connected to the first electric motor M1, the carrier CA is connected to the drive source, and the ring gear R is connected to the second electric motor M2. It has a structure. When the shift position is in the “D” position, the ring gear R normally rotates in the forward direction (forward direction) as shown by the solid line. However, for example, when traveling on a hill or the like, when the “N” position is switched to the “D” position when reversing, the ring gear R is temporarily reversely rotated. At this time, if the carrier CA is rotating, that is, if the drive source is rotating, the sun gear S is rotated at a high speed as indicated by the broken line, and the first motor M1 connected to the sun gear S is also the same. Will cause high rotation. Thereby, there was a possibility of affecting the durability of the first electric motor M1.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to be connected to a drive source by controlling the operating state of an electric motor connected to a rotating element of a differential mechanism. An electric differential unit that controls a differential state between the rotational speed of the input shaft and the rotational speed of the output shaft, and a transmission unit that forms part of a power transmission path between the drive source and the drive wheels, In the vehicle power transmission device, the control device for the vehicle power transmission device capable of preventing the high-speed rotation of the electric motor constituting a part of the electric differential portion and improving the durability can be provided. There is.

  In order to achieve the above object, the gist of the invention according to claim 1 is that (a) the operating state of the electric motor connected to the rotating element of the differential mechanism is controlled, so that the electric motor is connected to the driving source. An electric differential unit that controls a differential state between the rotational speed of the input shaft and the rotational speed of the output shaft, and a transmission unit that forms part of a power transmission path between the drive source and the drive wheels, A control device for a vehicle power transmission device comprising: a shift operation device capable of switching a traveling direction of the vehicle to at least either forward or reverse; (b) a rotational direction of the drive wheel is that of the shift operation device; Drive source rotation speed control means is provided for controlling the rotation speed of the drive source so that the rotation speed of the electric motor falls within a predetermined rotation speed range when the direction of travel differs from the instructed traveling direction.

  The gist of the invention according to claim 2 is that, in the control device for a vehicle power transmission device according to claim 1, the rotational speed of the drive source is determined by a drive source control motor connected to the drive source. It is controlled. Accordingly, the rotational speed of the drive source can be feedback controlled based on the rotational speed of the electric motor.

  The gist of the invention according to claim 3 is that, in the control device for a vehicle power transmission device according to claim 1 or 2, by operating a wheel brake provided on the drive wheel, A wheel brake control means for limiting the output shaft rotational speed within a predetermined rotational speed range is provided.

  According to the control device for a vehicle power transmission device of the first aspect of the present invention, when the rotational direction of the drive wheel is different from the traveling direction indicated by the shift operation device, the rotational speed of the motor is within a predetermined rotational speed range. Since drive source rotation speed control means for controlling the rotation speed of the drive source so as to enter is included, even if the output shaft of the differential mechanism is rotated in the reverse direction, the rotation speed of the drive source is controlled to control the high speed of the motor. Rotation can be suppressed. Thereby, the durability fall of an electric motor can be suppressed.

  Further, according to the control device for a vehicle power transmission device of a second aspect of the invention, since the rotational speed of the drive source is controlled by a drive source control motor connected to the drive source, The rotational speed can be controlled with high accuracy and speed.

  According to the control device for a vehicle power transmission device of a third aspect of the present invention, by operating a wheel brake provided on the drive wheel, the output shaft rotational speed of the transmission unit is set within a predetermined rotational speed range. Since the wheel brake control means is provided to limit the output shaft rotation speed, the output shaft rotation speed of the transmission unit is limited within a predetermined rotation speed range by operating the wheel brake. As a result, the output shaft of the electric differential unit The absolute value of the rotation speed is suppressed. Thereby, high rotation of an electric motor can be suppressed further.

  Here, preferably, the rotational speed of the drive source is feedback-controlled by the drive source control motor based on the rotational speed of the motor, the vehicle speed, and the like. In this way, the rotational speed of the drive source can be controlled to a suitable rotational speed.

  Preferably, the electric differential section is constituted by a differential gear and two electric motors and functions as a continuously variable transmission section. In this way, the speed ratio of the electric differential unit can be changed steplessly by controlling the rotational speeds of the two electric motors, and a wide range of gear ratios can be steplessly combined with the speed change unit. Obtainable.

  Preferably, the transmission unit is a stepped transmission unit and is automatically changed according to the state of the vehicle. In this way, automatic shifting to a suitable shift speed according to the state of the vehicle is achieved, and for example, there is no need for an electric differential section that functions as an electric continuously variable transmission and a stepped automatic transmission. A step transmission is configured, and the drive torque can be changed smoothly. Further, in a state where the gear ratio of the electric differential unit is controlled to be constant, the electric differential unit and the stepped automatic transmission constitute a state equivalent to the stepped transmission, and the vehicle drive It is also possible to obtain the drive torque quickly by changing the overall shift of the device in stages.

  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 drive 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, The 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. 7). 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. 7) and the pair of axles. The engine 8 of the present embodiment corresponds to the drive source of the present invention, the speed change mechanism 10 corresponds to the power transmission device, the differential unit 11 corresponds to the electric differential unit, and the input The shaft 14 corresponds to the input shaft of the differential mechanism, and the transmission member 18 corresponds to the output shaft of the differential mechanism.

  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 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism, and a second electric motor M2 that is operatively connected to rotate integrally with the transmission member 18. Further, the third electric motor M3 is operatively connected so as to rotate integrally with the input shaft 14 of the differential portion 11, that is, rotate integrally with the engine 8. The first motor M1, the second motor M2, and the third motor M3 of the present embodiment are so-called motor generators that also have a power generation function, but the first motor M1 has a generator (power generation) function for generating a reaction force. The second electric motor M2 includes at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

  The power distribution mechanism 16 functioning as a differential mechanism is mainly configured by a single pinion type first planetary gear device 24 (differential gear) having a predetermined gear ratio ρ1 of about “0.418”, for example. The first planetary gear unit 24 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 via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. In the power distribution mechanism 16 configured as described above, the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, can be rotated relative to each other, so that a differential action is achieved. Therefore, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and a part of the distributed output of the engine 8 is used. Since the electric energy generated from the first electric motor M1 is stored or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device, for example, a difference. The moving portion 11 is in a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission. As described above, the operating state 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 is controlled, whereby the rotation of the input shaft 14 is controlled. It is operated as a continuously variable transmission mechanism in which the differential state between the speed and the rotational speed of the transmission member 18 functioning as an output shaft is controlled. The rotational speed N ₁₈ of the power transmitting member 18, the rotational direction is detected by a detectable resolver 19.

  The automatic transmission unit 20 corresponding to the transmission unit is a stepped automatic transmission that constitutes a part of a power transmission path from the engine 8 to the drive wheels 34. The automatic transmission unit 20 includes a single pinion type second planetary gear unit 26, a single pinion type third planetary gear unit 28, and a single pinion type fourth planetary gear unit 30, and serves as a stepped automatic transmission. It is a functioning planetary gear type multi-stage transmission. The second planetary gear unit 26 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 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 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, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier gear CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example. 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, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 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 second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, The two ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 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 approximately in a ratio is obtained for each gear stage. For example, as shown in the engagement operation table of FIG. 2, the first speed gear stage in which the gear ratio γ1 is the maximum value, for example, “3.357” is established by the engagement of the first clutch C1 and the third brake B3. Thus, the engagement of the first clutch C1 and the second brake B2 establishes the second speed gear stage in which the speed ratio γ2 is smaller than the first speed gear stage, for example, about “2.180”. The engagement of the clutch C1 and the first brake B1 establishes the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.424”. Engagement of the clutch C2 establishes the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “1.000”. In addition, when the second clutch C2 and the third brake B3 are engaged, the reverse gear stage (reverse speed change) in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209”. Stage) is established. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3.

  The first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) are conventional automatic transmissions for vehicles. 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 continuously variable gear ratio width is obtained at the gear stage M. Therefore, the overall speed ratio γT of the transmission mechanism 10 (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) is obtained continuously, 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. The rotational speed N _OUT of the output shaft 22 is detected by a rotational speed sensor 23 that can also detect the rotational direction of the output shaft 22.

For example, first gear or transmission member rotational speed N ₁₈ is continuously variable varying for each gear of the fourth gear and the reverse gear position of the automatic transmission portion 20 indicated in the table of FIG. 2 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the 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 indicates zero rotation speed, the horizontal line X2 indicates the rotation speed “1.0”, that is, the rotation speed NE of the engine 8 connected to the input shaft 14, and the horizontal line XG indicates the rotation speed of the transmission 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 are the first corresponding to the second rotation element (second element) RE2 from the left side. The relative rotation speed of the first ring gear R1 corresponding to the sun gear S1, the first rotation element (first element) RE1 corresponding to the first carrier CA1, and the third rotation element (third element) RE3 is shown. The interval is determined according to the gear ratio ρ1 of the first planetary gear device 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 third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, and the seventh rotating element ( Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment is configured such that the first rotating element RE1 (the first rotating element RE1) of the first planetary gear device 24 in the power distribution mechanism 16 (the differential unit 11). The carrier CA1) is connected to the input shaft 14, that is, the engine 8 and the third electric motor M3, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (first ring gear R1) RE3 is connected to the transmission member 18 and the first electric motor M3. 2 connected to the electric motor M2, and configured to transmit (input) the rotation of the input shaft 14 to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated 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 are indicated by the intersections of the straight line L0 and the vertical line Y3. When the rotational speed of the one ring gear R1 is constrained by the vehicle speed V, the rotational speed of the first carrier CA1 indicated by the intersection of the straight line L0 and the vertical line Y2 is controlled by controlling the engine rotational speed NE. When it is raised or lowered, the rotational speed of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotational speed of the first electric motor M1 is raised or lowered.

Further, when the rotation speed of the first electric motor M1 is controlled so that the speed ratio γ0 of the differential section 11 is fixed to “1”, the rotation of the first sun gear S1 is set to the same rotation as the engine rotation speed NE. The straight line L0 is made to coincide with the horizontal line X2, and the rotation speed of the first ring gear R1, that is, the transmission member 18, is rotated at the same rotation as the engine rotation speed NE. Alternatively, the rotation of the first sun gear S1 is made zero by controlling the rotation speed of the first electric motor M1 so that the speed ratio γ0 of the differential unit 11 is fixed to a value smaller than “1”, for example, about 0.7. that the transfer member speed N ₁₈ at a rotation speed higher than the engine speed NE is rotated.

  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. By performing the above, drive control such as hybrid drive control for the engine 8, the first and second electric motors M1, M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 80 receives a signal indicating the engine water temperature TEMP _W , the shift position SP of the shift lever 52 (see FIG. 6), the number of operations at the “M” position, etc. from each sensor and switch as shown in FIG. A signal representing the engine rotational speed NE, which is the rotational speed of the engine 8, a signal representing the gear ratio train set value, a signal for instructing the M mode (manual transmission travel mode), a signal representing the operation of the air conditioner, and the output shaft 22 A signal representing a vehicle speed V corresponding to a rotational speed (hereinafter referred to as an output shaft rotational speed) N _OUT , a signal representing a hydraulic oil temperature T _OIL of the automatic transmission unit 20, a signal representing a side brake operation, a signal representing a foot brake operation, A signal representing the catalyst temperature, a signal representing the accelerator opening Acc, which is the amount of operation of the accelerator pedal corresponding to the driver's required output, a signal representing the cam angle, Signal representative of the mode setting signal indicating a 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 of the first electric motor M1 _M1 (hereinafter referred to as the first motor rotation speed N _M1 ), a signal indicating the rotation speed N _M2 of the second motor _M2 (hereinafter referred to as the second motor rotation speed N _M2 ), and the power storage device 56 (see FIG. 7) A signal indicating the charging capacity (charging state) SOC of the battery is supplied.

Further, a control signal from the electronic control unit 80 to an engine output control unit 58 (see FIG. 7) for controlling the engine output, for example, a throttle valve opening θ of an electronic throttle valve 62 provided in the intake pipe 60 of the engine 8. _Commands a drive signal to the throttle actuator 64 for operating _TH , a fuel supply amount signal for controlling the fuel supply amount to the intake pipe 60 or the cylinder of the engine 8 by the fuel injection device 66, and an ignition timing of the engine 8 by the ignition device 68 Ignition signal, Supercharging pressure adjustment signal for adjusting the supercharging pressure, Electric air conditioner drive signal for operating the electric air conditioner, Command signal for commanding the operation of the motors M1, M2, and M3, Shift indicator is activated Shift position (operation position) display signal, gear ratio display signal for displaying gear ratio, snow mode A snow mode display signal for displaying that, an ABS operation signal for operating an ABS actuator for preventing wheel slipping during braking, an M mode display signal for displaying that the M mode is selected, and a differential unit 11 and a valve command signal for operating an electromagnetic valve (linear solenoid valve) included in the hydraulic control circuit 70 (see FIGS. 5 and 7) to control the hydraulic actuator of the hydraulic friction engagement device of the automatic transmission unit 20; signal for applying regulates the line pressure P _L by the regulator valve provided in the hydraulic control circuit 70 (pressure regulating valve), the electric hydraulic pump is a hydraulic pressure source of the original pressure for the line pressure P _L is pressure adjusted The drive command signal to operate, the signal to drive the electric heater, the signal to the cruise control computer, etc. Each is output.

  FIG. 5 is a circuit relating to linear solenoid valves SL1 to SL5 for controlling the operation of the hydraulic actuators (hydraulic cylinders) AC1, AC2, AB1, AB2, and AB3 of the clutches C1 and C2 and the brakes B1 to B3 in the hydraulic control circuit 70. FIG.

  In FIG. 5, each hydraulic actuator AC1, AC2, AB1, AB2, AB3 has an engagement pressure PC1, PC2, PB1 corresponding to a command signal from the electronic control unit 80 by the linear solenoid valves SL1 to SL5. , PB2 and PB3 are respectively regulated and supplied directly. This line oil pressure PL is obtained by using, for example, a relief type pressure regulating valve (regulator valve) as an accelerator opening or a throttle opening with a hydraulic pressure generated from an electric oil pump (not shown) or a mechanical oil pump driven to rotate by the engine 8 as a source pressure. The pressure is adjusted to a value corresponding to the engine load or the like represented.

  The linear solenoid valves SL1 to SL5 are basically the same in configuration and are excited and de-energized independently by the electronic control unit 80, and the hydraulic pressures of the hydraulic actuators AC1, AC2, AB1, AB2, and AB3 are independently regulated. Thus, the engagement pressures PC1, PC2, PB1, PB2, and PB3 of the clutches C1 to C4 and the brakes B1 and B2 are controlled. In the automatic transmission unit 20, for example, as shown in the engagement operation table of FIG. 2, each gear stage is established by engaging a predetermined engagement device. In the shift control of the automatic transmission unit 20, for example, a so-called clutch-to-clutch shift is performed in which release and engagement of the clutch C and the brake B involved in the shift are controlled simultaneously.

  FIG. 6 is a diagram illustrating an example of a shift operation device 50 as a switching device that switches a plurality of types of shift positions SP to an artificial operation. The shift operation device 50 includes a shift lever 52 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions SP.

  The shift lever 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)". That is, the shift operation device 50 functions as a switching device that can switch the traveling direction of the vehicle to at least one of forward and reverse.

  Each shift stage in the reverse gear stage “R”, neutral “N”, forward gear stage “D” shown in the engagement operation table of FIG. For example, the hydraulic control circuit 70 is electrically switched so as to be established.

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

  Specifically, when the shift lever 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. 7 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 7, 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. The linear solenoid valve SL is actuated to actuate the hydraulic actuator of the hydraulic friction engagement device 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 as to be the speed NE and the engine torque TE, 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 hybrid control, in order to match the engine rotational speed NE determined for operating the engine 8 in an efficient operating range with the vehicle speed V and the rotational speed of the transmission member 18 determined by the shift speed of the automatic transmission unit 20. The differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 84 is configured to achieve both drivability and fuel efficiency during continuously variable speed travel within the two-dimensional coordinates formed by the engine rotational speed NE and the output torque (engine torque) TE of the engine 8. For example, a target output (total target output) is set so that the engine 8 is operated along an optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 as shown by a broken line in FIG. The target value of the total gear ratio γT of the speed change mechanism 10 is determined so that the engine torque TE and the engine speed NE for generating the engine output necessary for satisfying the required driving force) are satisfied. As a result, 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 of the gearshift. That.

  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. The engine speed NE can be maintained substantially constant, or the rotation can be controlled to an arbitrary speed. In other words, the hybrid control means 84 maintains the engine rotational speed NE substantially constant or controls it to an arbitrary rotational speed while changing the first electric motor rotational speed _NM1 and / or the second electric motor rotational speed _NM2 to an arbitrary rotational speed. The rotation can be controlled.

For example, as can be seen from the alignment chart of FIG. 3, when the hybrid control means 84 increases the engine speed NE while the vehicle is running, the second motor speed N _M2 restrained by the vehicle speed V (drive wheel 34). The first motor rotation speed _NM1 is increased while maintaining the pressure approximately constant. When the engine speed NE is maintained substantially constant during the shift of the automatic transmission unit 20, the hybrid control unit 84 maintains the engine speed NE substantially constant while maintaining the engine rotation speed NE. The first motor rotation speed N _M1 is changed in the opposite direction to the change in the motor rotation speed N _M2 .

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

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

Further, the hybrid control means 84 can drive the motor by the electric CVT function (differential action) of the differential portion 11 regardless of whether the engine 8 is stopped or in an idle state. For example, the hybrid control means 84 generally uses a relatively low output torque T _OUT region, that is, a low engine torque TE region, or a relatively low vehicle speed region of the vehicle speed V, in which engine efficiency is generally poor compared to a high torque region. The motor travels in the low load range. Further, the hybrid control means 84 controls the first motor rotation speed N _M1 at a negative rotation speed in order to suppress the drag of the stopped engine 8 and improve fuel consumption during the motor running, for example, 1 The motor M1 is idled by making it unloaded, and the engine rotational speed NE is maintained at zero or substantially zero as required by the electric CVT function (differential action) of the differential section 11.

  Further, even in the engine traveling region, the hybrid control means 84 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 56 by the electric path described above. The so-called torque assist for assisting the power of the engine 8 is possible by driving the two-motor M2 and applying torque to the drive wheels 34.

  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

  By the way, for example, when the shift position of the shift operating device 50 is reversing a sloping slope at the “N” position where the power transmission is cut off, and the shift position is switched to the “D” position, which is the forward travel position, temporarily. The reverse rotation of the drive wheel 34 is transmitted to the transmission member 18 and the first ring gear R1 of the differential unit 11 via the automatic transmission unit 20. At this time, if the engine 8 is driven by, for example, warm-up operation or power generation by the first electric motor M1, the rotational speed of the first ring gear R1 in the reverse rotational direction and the rotational speed of the first carrier CA1 (= engine rotational speed NE). ), The rotational speed of the first sun gear S1 is increased by the differential action of the differential portion 11. As a result, the first motor M1 connected to the first sun gear S1 may also have a high rotation speed, and the durability of the first motor M1 may be reduced. Therefore, the drive source rotational speed control means 90 suppresses the high rotation of the first sun gear S1 and the first electric motor M1, and suppresses the decrease in the durability of the first electric motor M1. Hereinafter, the control for suppressing the high rotation of the first electric motor M1 will be described. The first electric motor M1 corresponds to the electric motor of the present invention.

  Returning to FIG. 7, the shift position determination means 94 determines the current position of the shift lever 52 based on the signal indicating the shift position SP of the shift lever 52, and the position of the shift lever 52 is the “D” position or the “R” position. It is determined whether or not it is a travel position such as a position, that is, a drive position.

When the shift position determination unit 94 determines that the current position of the shift lever 52 is the travel position, the reverse rotation determination unit 96 determines that the rotation direction of the drive wheels 34 is the rotation direction indicated by the shift operation device 50. Determine whether they are different. For example, when the shift position determining unit 94 determines that the reverse rotation determination unit 96 is in the “D” position, the output shaft rotation speed N _OUT, that is, the rotation speed of the drive wheel 34 is the rotation of the “D” position. Determines whether the rotation is reverse, that is, whether the rotation speed is negative. Further, for example, when the shift position determining unit 94 determines that the reverse rotation determination unit 96 is in the “R” position, the output shaft rotation speed N _OUT (= the rotation speed of the drive wheel 34) is the “R” position. It is determined whether or not the rotation is reverse rotation, that is, whether or not the rotation speed is normal. The rotation direction of the output shaft rotation speed N _OUT is detected by a rotation speed sensor 23 that can also detect the rotation direction.

  When the reverse rotation determination unit 96 determines that the rotation direction of the drive wheel 34 is different from the traveling direction instructed by the shift operation device 50, the drive source rotation speed control unit 90 sets the rotation speed of the first electric motor M1 to a predetermined value. The rotational speed of the engine 8 is controlled so as to fall within the rotational speed range. Here, the drive source rotational speed control means 90 controls the engine rotational speed NE by a third electric motor M3 connected to the engine 8. The third electric motor M3 of the present embodiment corresponds to the drive source control electric motor of the present invention.

The engine rotation speed control by the third electric motor M3 of the drive source rotation speed control means 90 will be described using the alignment chart of FIG. A broken line indicates the rotation state of the differential portion 11 when the rotation speed control of the engine 8 by the third electric motor M3 is not performed. As the first ring gear R1 (transmission member 18) is rotated in the reverse direction, the first sun gear S1 and the first electric motor M1 are in a state of high rotation. Next, the alternate long and short dash line indicates the rotation state when the drive source rotation speed control means 90 which is the main part of the present invention is executed. The drive source rotational speed control means 90 lowers the engine rotational speed NE, that is, the rotational speed of the first carrier CA1 by the third electric motor M3, so that the rotational speed NM1 of the first sun gear S1, that is, the first electric motor _M1, is a predetermined rotational speed. It controls so that it may enter in the range (for example, 9000 rpm or less). At this time, the engine rotational speed NE is set such that the rotational speed of the first electric motor M1 falls within a predetermined rotational speed range based on the rotational speed N M1 of the first electric motor _M1 , the vehicle speed V, or the output shaft rotational speed N _OUT. Is feedback controlled.

The wheel brake control unit 92 operates the wheel brake 72 provided on the drive wheel 34 to set the output shaft rotation speed N _OUT of the automatic transmission unit 20 within a predetermined rotation speed range (for example, zero to substantially zero rotation). Limit to. For example, if the output shaft rotational speed N _OUT of the automatic transmission unit 20 is high when the vehicle is moving backward, the negative rotational speed of the first ring gear R1 when the “D” position is switched by the shift operating device 50 is high, and the first sun gear S1, that is, The rotational speed NM1 of the first electric motor _M1 is increased. Therefore, the wheel brake control unit 92 operates the wheel brake 72 substantially simultaneously with the control operation of the drive source rotation speed control unit 90 to output the output shaft rotation speed N _OUT of the automatic transmission unit 20 and the negative rotation speed of the first ring gear R1. Reduce. As a result, the high speed of the first sun gear S1, that is, the first electric motor M1, is further suppressed. The wheel brake 72 also functions to prevent the vehicle from sliding down. The wheel brake control means 92 may be operated at the same time as the drive source rotational speed control means 90, and is operated only when the output shaft rotational speed N _OUT, that is, the vehicle speed V exceeds a predetermined value. It may be.

  FIG. 11 shows a control operation for preventing high rotation of the first electric motor M1 when the main part of the control operation of the electronic control device 80, that is, the rotation direction of the drive wheel 34 is different from the traveling direction indicated by the shift operation device 50. This is a flowchart to be described, and is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds.

  First, in step SA1 (hereinafter, step is omitted) corresponding to the shift position determination means 94, the current position of the shift lever 52 is determined based on a signal indicating the shift position SP of the shift lever 52, and the shift lever 52 is determined. It is determined whether or not the position is a traveling position such as the “D” position or the “R” position, that is, the driving position. If SA1 is negative, other controls such as control at the “N” position, which is the non-driving position, are performed in SA6, and this routine is terminated.

If the determination at SA1 is affirmative, at SA2 corresponding to the reverse rotation determination means 96, it is determined whether or not the rotation direction of the drive wheels 34 is different from the rotation direction at the current travel position. For example, when the current travel position is the “D” position, whether or not the rotation direction of the output shaft rotation speed N _OUT (= the rotation direction of the drive wheels 34) is the reverse of the rotation of the “D” position. It is determined whether or not the rotation speed is negative. Further, when the current travel position is the “R” position, whether or not the rotation direction of the output shaft rotation speed N _OUT is reverse to the rotation direction of the “R” position, that is, whether or not the rotation speed is the normal rotation speed. Is determined.

  When SA2 is negative, normal vehicle travel at the current travel position is performed at SA5 corresponding to the stepped shift control means 82 and the hybrid control means 84. In particular, in the “D” position, normal automatic transmission control of the automatic transmission unit 20 is performed according to the shift map as shown in FIG. 8, and the automatic transmission unit 20 is configured so as to achieve continuously variable transmission throughout the transmission mechanism 10. The gear ratio γ0 of the differential unit 11 is controlled in consideration of the shift speeds.

When SA2 is positive, the engine speed NE is suitably controlled by the third electric motor M3 in SA3 corresponding to the drive source rotation speed control means 90. For example, based on the rotation speed N _M1 of the first electric motor _M1 , the vehicle speed V, or the output shaft rotation speed N _OUT so that the rotation speed of the first sun gear S1, that is, the rotation speed N _M1 of the first electric motor M1 does not exceed, for example, 9000 rpm. Thus, the engine speed NE is feedback-controlled by the third electric motor M3. It should be noted that as the vehicle speed V, that is, the output shaft rotation speed N _OUT and the gear ratio of the automatic transmission unit 20 increase, the deceleration amount of the engine rotation speed NE needs to be increased. The lower limit value of the engine speed NE is set to zero rotation.

  Next, in SA4 corresponding to the wheel brake control means 92, the rotational speed of the output shaft 22 of the automatic transmission unit 20 is set within a predetermined rotational speed range by operating the wheel brake 72 of the vehicle substantially simultaneously with the execution of SA3. Let me limit. The predetermined rotation speed is preferably set to a rotation speed relatively close to zero in order to prevent the vehicle from moving backward.

  As described above, according to the present embodiment, when the rotation direction of the drive wheel 34 is different from the traveling direction indicated by the shift operation device 52, the rotation speed of the first electric motor M1 falls within a predetermined rotation speed range. Since the drive source rotational speed control means 90 for controlling the rotational speed NE of the engine 8 is provided, the first rotational speed NE of the engine 8 is controlled by controlling the rotational speed NE of the engine 8 even when the output shaft (transmission member 18) of the differential section 11 is reversely rotated. The high rotation of the single electric motor M1 can be suppressed. Thereby, the durability fall of the 1st electric motor M1 can be suppressed.

Further, according to this embodiment, since the rotational speed NE of the engine 8 is controlled by the third electric motor M3 connected to the engine 8, the rotational speed NE of the engine 8 can be controlled with high accuracy and speed. it can. Further, the third electric motor M3 can perform feedback control based on the rotational speed N _M1 , the vehicle speed V, or the output shaft rotational speed N _OUT of the first electric motor M1.

Further, according to the present embodiment, the wheel brake control means for limiting the output shaft rotational speed N _OUT of the automatic transmission unit 20 within a predetermined rotational speed range by operating the wheel brake 72 provided on the drive wheel 34. 92, the wheel brake 72 is operated to limit the output shaft rotational speed N _OUT of the automatic transmission unit 20 within a predetermined rotational speed range. As a result, the output shaft (transmission member 18) of the differential unit 11 is limited. ) Is suppressed in absolute value. Thereby, high rotation of the 1st electric motor M1 can be suppressed further.

Further, according to this embodiment, the rotational speed NE of the engine 8 is feedback controlled by the third electric motor M3 based on the rotational speed N _M1 of the first electric motor _M1 , the vehicle speed V, the output shaft rotational speed N _{OUT, and the} like. Therefore, the rotational speed NE of the engine 8 can be controlled to a suitable rotational speed.

  In addition, according to the present embodiment, the differential unit 11 includes the first planetary gear device 24 that is a differential gear and the first and second electric motors M1 and M2, and functions as a continuously variable transmission unit. By controlling the rotational speeds of the first and second electric motors M1 and M2, the transmission ratio of the differential unit 11 can be changed steplessly, and in combination with the automatic transmission unit 20, a wide range of transmission ratios can be made steplessly. Obtainable.

  In addition, according to the present embodiment, the automatic transmission unit 20 is a stepped transmission unit and automatically shifts according to the state of the vehicle, so that the automatic transmission unit 20 is automatically shifted to a suitable shift step according to the state of the vehicle. In addition, for example, the continuously variable transmission is configured by the differential unit 11 and the automatic transmission unit 20 that function as an electric continuously variable transmission, and the drive torque can be smoothly changed. Further, in a state in which the transmission ratio of the differential unit 11 is controlled to be constant, the differential unit 11 and the automatic transmission unit 20 constitute a state equivalent to a stepped transmission, and the overall transmission of the transmission mechanism 10 is performed. The driving torque can be obtained promptly by changing in stages.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the predetermined rotation speed range of the first electric motor M1 is set to 9000 rpm, but this is an example and is set to a suitable value based on the performance of the electric motor.

In the above-described embodiment, the wheel brake 72 is operated by the wheel brake control means 92 to limit the rotation of the output shaft 22 of the automatic transmission unit 20, but the wheel brake control means 92 need not always be operated. Alternatively, for example, a determination condition may be added such that the operation is performed only when the output shaft rotational speed N _OUT exceeds a predetermined range.

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

  In the above-described 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 the moving portion 11 is not changed continuously but is changed stepwise using a differential action.

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

  In the power distribution mechanism 16 of the above-described embodiment, the first carrier CA1 is connected to the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are connected to any of the three elements CA1, S1, and R1 of the first planetary gear device 24. It can be done.

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected via, for example, a gear, a belt, or the like, and needs to be disposed on a common shaft center. Absent.

  In the above-described embodiment, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the first sun gear S1 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is a transmission member. 18 may be connected.

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

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

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

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

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

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

  The shift operating device 50 of the above-described embodiment includes the shift lever 52 that is operated to select a plurality of types of shift positions SP. Instead of the shift lever 52, for example, a push button switch Switches that can select multiple types of shift positions SP, such as switches, slide switches, etc., or devices that switch between multiple types of shift positions SP in response to the driver's voice regardless of manual operation, or multiple types by foot operation It may be a device that can switch the shift position SP. In addition, the shift range is set by operating the shift lever 52 to the “M” position, but the gear stage is set, that is, the highest speed gear stage of each shift range is set as the gear stage. May be. In this case, the automatic transmission unit 20 performs gear shifting by switching the gear. For example, when the shift lever 52 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 selects any one of the first speed gear to the fourth speed gear. Is set according to the operation of the shift lever 52.

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

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. FIG. 2 is an operation chart for explaining combinations of operations of hydraulic friction engagement elements used for a speed change operation of the drive device of FIG. 1. FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the drive device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of FIG. It is a circuit diagram regarding the linear solenoid valve which controls the action | operation of each hydraulic actuator of the clutch C and the brake B among hydraulic control apparatuses. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a figure which shows an example of the shift map used in the shift control of a power transmission device, and an example of the driving force source map used in the driving force source switching control which switches engine driving | running | working and motor driving | running | working, and is a figure which shows each relationship But there is. A broken line is an optimal fuel consumption rate curve of the engine and is an example of a fuel consumption map. It is an alignment chart explaining the engine rotational speed control of the drive source rotational speed control means. 7 is a flowchart for explaining a control operation for preventing high rotation of the first electric motor when the main part of the control operation of the electronic control device, that is, the rotation direction of the drive wheel is different from the traveling direction indicated by the shift operation device. It is a collinear diagram which shows the relative rotational speed of each rotation element of an electrical differential part.

Explanation of symbols

  8: Engine (drive source) 10: Transmission mechanism (power transmission device) 11: Differential section (electrical differential section) 14: Input shaft (input shaft of differential mechanism) 16: Power distribution mechanism (differential mechanism) 18: Transmission member (output shaft of differential mechanism) 20: Automatic transmission unit (transmission unit) 22: Output shaft (output shaft of transmission unit) 24: First planetary gear device (differential gear) 34: Drive wheel 50: Shift operation device 72: Wheel brake 90: Drive source rotational speed control means 92: Wheel brake control means M1: First motor (motor) M3: Third motor (drive source control motor)

Claims (3)

An electric difference in which the differential state between the rotational speed of the input shaft connected to the drive source and the rotational speed of the output shaft is controlled by controlling the operating state of the electric motor connected to the rotating element of the differential mechanism. A moving part, a transmission part forming part of a power transmission path between the drive source and the drive wheel, and a shift operation device capable of switching the traveling direction of the vehicle to at least forward or reverse. A control device for a vehicle power transmission device,
Drive source rotation speed control for controlling the rotation speed of the drive source so that the rotation speed of the electric motor falls within a predetermined rotation speed range when the rotation direction of the drive wheel is different from the traveling direction indicated by the shift operation device. A control device for a vehicle power transmission device, comprising: means.   2. The control device for a vehicle power transmission device according to claim 1, wherein the rotation speed of the drive source is controlled by a drive source control motor connected to the drive source.   The wheel brake control means for restricting the output shaft rotational speed of the transmission unit within a predetermined rotational speed range by operating a wheel brake provided on the driving wheel is provided. Control device for vehicle power transmission device.

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