JP2009227097A - Control device for power transmission device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for reducing shift shock in a power transmission device for a vehicle. <P>SOLUTION: When an automatic shift part 20 is under shift, a first motor output suppression means 112 sets a first motor revolving speed Ng for the purpose of suppressing the rotation of a first motor M1 within a preliminarily decided revolving speed range Rng including zero so that even when first motor torque Tg fluctuates under the shift of the automatic shift part 20, it is possible to suppress a first motor output Pg expressed with the product of first motor torque Tg, a first motor revolving speed Ng, and a proportional constant. Therefore, it is possible to reduce any influence to be given to the second motor torque upper limit value Tm_max and second motor torque lower limit value Tm_min of the fluctuation of the first motor torque Tg, and to suppress the large fluctuation of the second motor torque Tm. As a result, it is possible to reduce shift shock, and to prevent comfortability in traveling from being damaged. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

A differential mechanism connected between the engine and the drive wheel and a first electric motor connected to the differential mechanism so as to be able to transmit power are controlled by controlling an operating state of the first electric motor. An electric differential unit in which the differential state of the mechanism is controlled, a transmission connected between the electric differential unit and the drive wheel, and a second electric motor connected to the input side of the transmission Conventionally, a vehicle power transmission device including a power storage device such as a battery capable of exchanging electric power with the first motor and the second motor has been known. This vehicle power transmission device is suitably used for a hybrid vehicle, for example, the vehicle power transmission device of Patent Document 1. In general, in such a control device for a vehicle power transmission device, there is an input / output restriction range that corresponds to the charge / discharge capability of the power storage device in consideration of the durability of the power storage device and limits the charge power and discharge power. It is preset and the control device adjusts the output of the first motor and the output of the second motor so that the sum of the output of the first motor and the output of the second motor is within the input / output restriction range. .
JP 2007-118696 A JP 2006-182272 A

  Since the control device for the vehicle power transmission device of Patent Document 1 adjusts the outputs so that the sum of the outputs of the first motor and the second motor falls within the input / output limit range of the power storage device. If the generated power or power consumption of the first motor changes, the output upper limit value or the output lower limit value of the second motor changes accordingly.

  For example, when the accelerator pedal is depressed to the maximum operation amount and the downshift is executed by the transmission, the control device increases the output of the second electric motor as much as possible in accordance with the intention of the driver. The output of the second electric motor reaches the output upper limit value, and the second electric motor is operated while the output is limited by the output upper limit value. And the said control apparatus changes the differential state of the said differential mechanism so that the rotational speed of the said 2nd motor may be raised and the rotational speed of the said 1st motor may be lowered | hung, and the said downshift is materialized. When the differential state of the differential mechanism is changed in this way, the first motor increases the output torque in order to cancel the inertia torque generated in the first motor. Therefore, the power generation of the first motor is usually performed. Power increases. Then, from the mutual relationship of the output between the first motor and the second motor, the output upper limit value of the second motor and the second motor limited to the upper limit value according to the increase in the generated power of the first motor. It is conceivable that the output temporarily increases during the downshift. Furthermore, since the change in the differential state of the differential mechanism is large during the shift (downshift, upshift) of the transmission, it is considered that the output fluctuation of the second motor appears more prominently. However, since the control device of Patent Document 1 does not employ a measure for suppressing the output fluctuation of the second electric motor, the output fluctuation of the second electric motor as described above, that is, the fluctuation of the output torque thereof, In some cases, the change of the output torque may be transmitted to the drive wheel as a shift shock, thereby impairing the comfort during travel. Such a problem is not yet known.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device capable of reducing a shift shock that may impair the comfort during traveling in a vehicle power transmission device. There is.

  In order to achieve such an object, the invention according to claim 1 includes: (a) a differential mechanism connected between the engine and the drive wheel; and a first electric motor connected to the differential mechanism so as to transmit power. And an electric differential unit in which the differential state of the differential mechanism is controlled by controlling the operation state of the first motor, a second motor connected to the power transmission path, and the power transmission A control device for a vehicle power transmission device including an automatic transmission unit that forms part of a path, and (b) to suppress rotation of the first electric motor during a shift of the automatic transmission unit. First motor output suppression means is included, which keeps the rotational speed of the first motor within a predetermined rotational speed range including zero.

  In the invention which concerns on Claim 2, when the said 1st electric motor is rotating in the positive | positive direction which is the same rotation direction as the said engine, the said 1st electric motor output suppression means reduces the output torque of the said engine. The rotational speed of the first motor is kept within the predetermined rotational speed range, and when the first motor is rotating in the negative direction, the output torque of the engine is increased by increasing the output torque of the engine. The rotational speed is within the predetermined rotational speed range.

  The invention according to claim 3 is: (a) first motor control means for controlling an output torque of the first motor so that the engine operates at a target operating point of the engine; and (b) the automatic transmission. During gear shifting, the target engine speed indicated by the target operating point of the engine is set to the engine speed at which the rotation speed of the first electric motor is a value within the predetermined rotation speed range. And target engine speed changing means for changing.

  The invention according to claim 4 is provided with (a) a power storage device for storing electric power generated by the first electric motor or the second electric motor and supplying electric power to the first electric motor or the second electric motor, and (b) The first motor and the second motor are operated such that the sum of the output of the first motor and the output of the second motor falls within a predetermined input / output allowable range of the power storage device. .

  The invention according to claim 5 is characterized in that the first motor output suppression means keeps the rotational speed of the first motor within the predetermined rotational speed range when the automatic transmission unit is downshifted. .

  In the invention according to claim 6, the first motor output suppression means is configured such that when the accelerator opening, which is the amount of operation of the accelerator pedal, is equal to or greater than a predetermined accelerator opening determination value, the rotational speed of the first motor. Is within the predetermined rotational speed range.

  According to the control device for a vehicle power transmission device of the first aspect of the present invention, the first motor output suppression means is configured to suppress the rotation of the first motor during the shift of the automatic transmission unit. Since the rotation speed of one motor falls within a predetermined rotation speed range including zero, even if the output torque of the first motor fluctuates during shifting of the automatic transmission unit, the output torque of the first motor The power consumption and generated power of the first motor represented by the product of the rotation speed and the rotation speed are suppressed. Therefore, the influence of the fluctuation of the output torque of the first motor on the upper limit value and the lower limit value of the output torque of the second motor is reduced, and the output torque of the second motor is prevented from greatly fluctuating. As a result, it is possible to reduce the shift shock so as not to impair the comfort during traveling.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, the first motor output suppression means rotates in the positive direction in which the first motor is the same rotation direction as the engine. In this case, by reducing the output torque of the engine, the rotational speed of the first electric motor is within the predetermined rotational speed range, and when the first electric motor is rotating in the negative direction, the engine When the rotational speed of the first motor is set within the predetermined rotational speed range, the rotational speed of the first motor is kept within the predetermined rotational speed range by increasing the output torque of Variations in the power consumption and generated power of the first motor are suppressed. As a result, it is possible to suppress fluctuations in the output torque of the second motor due to fluctuations in the power consumption or generated power of the first motor.

  According to a third aspect of the present invention, there is provided a control device for a vehicle power transmission device according to a first aspect of the present invention, wherein: An electric motor control means; and (b) a target engine rotational speed indicated by a target operating point of the engine during a shift of the automatic transmission unit, and a rotational speed range in which the rotational speed of the first electric motor is determined in advance. And a target engine speed changing means for changing the engine speed to a value within the range. Therefore, during the speed change, when the speed of the first motor is zero or substantially zero, Even if the output torque of the first electric motor fluctuates during gear shifting, it can be made to hardly appear as fluctuations in power consumption or generated power of the first electric motor. As a result, it is possible to suppress fluctuations in the output torque of the second electric motor due to fluctuations in the output torque of the first electric motor.

  According to the control device for a vehicle power transmission device of the invention according to claim 4, (a) the electric power generated by the first electric motor or the second electric motor is stored and the electric power is supplied to the first electric motor or the second electric motor. A power storage device for supplying the power supply; and (b) the first electric motor output and the second motor output are within a predetermined input / output allowable range of the power storage device. Since the electric motor and the second electric motor are operated, overdischarge and overcharge of the power storage device can be avoided.

  Further, according to the control device for a vehicle power transmission device of the invention according to claim 5, the first motor output suppression means determines the rotation speed of the first motor in advance when the automatic transmission unit is downshifted. Therefore, the shift shock can be reduced during the downshift in which the shift shock is likely to appear greatly.

  According to the control device for a vehicle power transmission device of the invention according to claim 6, the first motor output suppression means includes an accelerator opening determination value in which an accelerator opening that is an operation amount of an accelerator pedal is predetermined. In such a case, since the rotation speed of the first motor falls within the predetermined rotation speed range, there is a high possibility that the output change of the first motor will be the output torque change of the second motor. It is possible to suppress the output change of the first electric motor below, and the control load can be reduced.

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

  Preferably, in the power transmission path between the engine and the drive wheel, the engine, the electric differential unit, the automatic transmission unit, and the drive wheel are connected in this order. That is, the automatic transmission unit constitutes a part of a power transmission path between the electric differential unit and the drive wheels.

  Preferably, the differential mechanism is capable of transmitting power to the driving wheel and a first rotating element coupled to the engine so as to transmit power, a second rotating element coupled to the first motor so as to transmit power. A single-pinion planetary gear device having a third rotating element coupled to the first rotating element, the first rotating element being a carrier of the planetary gear device, and the second rotating element being a sun gear of the planetary gear device. The third rotating element is a ring gear of the planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one planetary gear device.

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

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

  The control device of the present invention is preferably used for a hybrid vehicle. FIG. 1 is a skeleton diagram illustrating a vehicle power transmission device 10 (hereinafter, referred to as “power transmission device 10”) to which a control device of the present invention is applied. In FIG. 1, a power transmission device 10 includes an input shaft 14 as an input rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to a vehicle body. And a differential portion 11 directly connected to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and the differential portion 11 and the drive wheel 38 (see FIG. 6). An automatic transmission unit 20 connected in series via a transmission member (transmission shaft) 18 in the power transmission path between and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20 in series. I have. The power transmission device 10 is preferably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine, and a pair of driving wheels 38 (see FIG. 6) are provided to drive the power from the engine 8. The transmission is transmitted to the left and right drive wheels 38 sequentially through a differential gear device (final reduction gear) 36 and a pair of axles that constitute a part of the transmission path.

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

  The differential unit 11 corresponding to the electrical differential unit of the present invention is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and is an output of the engine 8. The power distribution mechanism 16 serving as a differential mechanism that distributes the power to the first electric motor M1 and the transmission member 18, and the second electric motor M2 provided to rotate integrally with the transmission member 18. The first electric motor M1 and the second electric motor M2 are both so-called motor generators that can function as both an electric motor and a generator, but for differential control for controlling the differential state of the power distribution mechanism 16. The first electric motor M1 that functions as an electric motor has at least a generator (generator) function for generating a reaction force, and the second electric motor M2 functions as a traveling motor that outputs a driving force as a driving force source for traveling. At least a motor (electric motor) function is provided.

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

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

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

  As described above, in this embodiment, the switching clutch C0 and the switching brake B0 are configured so that the speed change state of the differential unit 11 (power distribution mechanism 16) can be made differential, that is, non-locked and non-differential, that is, locked. In other words, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electrical differential device, for example, an electrical continuously variable transmission that operates as a continuously variable transmission whose gear ratio can be continuously changed. A continuously variable transmission state that can be operated, and a shift state that does not operate an electrical continuously variable transmission, for example, a locked state that locks a change in the gear ratio constant without operating as a continuously variable transmission and without a continuously variable transmission operation. A constant speed change state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed shift operation is not possible. The ratio is functioning as a differential state switching device for selectively switching to a constant shifting state to operate as a transmission having a single stage or multiple stages.

Automatic shifting portion 20, the transmission unit that functions as a gear ratio automatic transmission of stepped capable of stepwise changing (= rotational speed N _{18 /} rotational speed N _OUT of the output shaft 22 of the transmission member ₁₈₎ And a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, and a single pinion type third planetary gear unit 30. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1. The first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, at least one of the first clutch C1 and the second clutch C2 is engaged so that the power transmission path can be transmitted, or the first clutch C1 and the second clutch C2 are disengaged. The power transmission path is in a power transmission cut-off state.

  The switching clutch C0, first clutch C1, second clutch C2, switching brake B0, first brake B1, second brake B2, and third brake B3 are often used in conventional stepped automatic transmissions for vehicles. 1 or 2 bands wound around the outer peripheral surface of a rotating drum, or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator One end of each is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake.

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

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

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

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

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

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

  For example, when the switching clutch C0 and the switching brake B0 are disengaged to switch to a continuously variable transmission state (differentiable state), the rotational speed of the first electric motor M1 is controlled to control the straight line L0 and the vertical line Y1. When the rotation of the differential portion sun gear S0 indicated by the intersection is raised or lowered, when the rotational speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant, the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by the intersection is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is made to coincide with the horizontal line X2, and the transmission member 18 is rotated at the same rotation as the engine rotation speed Ne. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. The rotational speed of the differential part ring gear R0, that is, the transmission member 18, indicated by the intersection of the straight line L0 and the vertical line Y3, is input to the automatic transmission unit 20 at a speed increased from the engine rotational speed Ne.

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

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

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

The electronic control unit 40 receives a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH , a rotation speed Ng of the first electric motor M1 (hereinafter referred to as “first electric motor rotation”) from each sensor and switch shown in FIG. A signal representing the rotational speed Nm of the second electric motor M2 (hereinafter referred to as "second electric motor rotational speed Nm"), a signal representing the engine rotational speed Ne, which is the rotational speed of the engine 8, and gears. A signal indicating the ratio set value, a signal for instructing an M mode (manual shift traveling mode), an air conditioner signal indicating the operation of the air conditioner, a signal indicating the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22, An oil temperature signal indicating the hydraulic oil temperature, a signal indicating the side brake operation, a signal indicating the foot brake operation, a catalyst temperature signal indicating the catalyst temperature, and an output corresponding to the driver's output request amount. An accelerator opening signal indicating an operation amount (accelerator opening) Acc of the cell pedal 41, a cam angle signal, a snow mode setting signal indicating a snow mode setting, an acceleration signal indicating a longitudinal acceleration of the vehicle, an auto cruise signal indicating an auto cruise traveling, A vehicle weight signal indicating the weight of the vehicle, a wheel speed signal indicating the wheel speed of each wheel, a signal indicating the air-fuel ratio A / F of the engine 8, and the like are supplied.

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

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

  The shift lever 49 is in a neutral position where the power transmission path in the power transmission device 10, that is, the automatic transmission unit 20 is interrupted, that is, in a neutral state, and the parking position “P ( Parking) ", reverse travel position" R (reverse) "for reverse travel, neutral position" N (neutral) "for achieving a neutral state in which the power transmission path in power transmission device 10 is interrupted, power transmission device In the automatic shift control, a forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of 10 shiftable total speed ratio γT or a manual shift travel mode (manual mode) is established. Forward manual shift travel position “M (manual) for setting a so-called shift range that limits the high-speed gear position. It is provided so as to be manually operated to ".

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 49, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 42 is electrically switched so that is established.

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

  Specifically, when the shift lever 49 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 49 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, when the shift lever 49 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released, and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the "D" position to the "N" position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram illustrating the main part of the control function by the electronic control unit 40. In FIG. 6, the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 54 determines the vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 based on the relationship (shift diagram, shift map) shown in FIG. Is determined based on the vehicle state indicated by (2) to determine whether or not the shift of the automatic transmission unit 20 is to be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determined shift stage is obtained. Shifting of the automatic transmission unit 20 is executed. At this time, the stepped shift control means 54 engages and / or engages the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. A release command (shift output command) is output to the hydraulic control circuit 42. It should be noted that, during the shift of the automatic transmission unit 20, control for suppressing the rotation of the first electric motor M1 after the shift determination that the shift of the automatic transmission unit 20 should be executed is made until the shift output command is output. This point will be described later. Further, the accelerator opening Acc and the required output torque T _OUT (vertical axis in FIG. 7) of the automatic transmission unit 20 have a correspondence relationship in which the required output torque T _OUT increases in accordance with the increase in the accelerator opening Acc. Therefore, the vertical axis of the shift diagram in FIG. 7 may be the accelerator opening Acc.

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

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

  Since the hybrid controller 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58 in the differential enabled state of the differential unit 11, the main part of the power of the engine 8 Is mechanically transmitted to the transmission member 18, but part of the power of the engine 8 is consumed for power generation of the first electric motor M <b> 1 and converted into electric energy there, and the electric energy is passed through the inverter 58 to the second electric motor. The second electric motor M <b> 2 is driven and transmitted from the second electric motor M <b> 2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed.

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

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

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

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

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

For example, engine start stop control means 66, as shown in point a → point b of the solid line B in FIG. 7, (see Fig. 4) the accelerator pedal 41 is depressing has been demanded output torque T _OUT is increased and the vehicle state When the motor travel region is changed to the engine travel region, the first motor M1 is energized to increase the first motor rotation speed Ng, that is, the first motor M1 functions as a starter, so that the engine rotation speed Ne. The engine 8 is started so as to be ignited by the ignition device 99 at a predetermined engine rotational speed Ne ′, for example, an engine rotational speed Ne capable of autonomous rotation, and the motor traveling by the hybrid control means 52 is switched to engine traveling. At this time, the engine start / stop control means 66 may quickly increase the engine rotation speed Ne to a predetermined engine rotation speed Ne ′ by quickly increasing the first motor rotation speed Ng. Thereby, the resonance region in the engine rotation speed region below the well-known idle rotation speed Neidl can be quickly avoided, and the vibration at the start is suppressed.

Further, the engine start / stop control means 66, as indicated by point b → point a of the solid line B in FIG. 7, the accelerator pedal 41 (see FIG. 4) is returned to reduce the required output torque T _OUT and the vehicle state becomes the engine state. When the travel region is changed to the motor travel region, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the engine travel by the hybrid control means 52 is switched to the motor travel. . At this time, the engine start / stop control means 66 may quickly reduce the engine rotation speed Ne to zero or substantially zero by rapidly decreasing the first motor rotation speed Ng. As a result, the resonance region can be quickly avoided, and vibration during stoppage is suppressed. Alternatively, the engine start / stop control means 66 lowers the first motor rotation speed Ng to lower the engine rotation speed Ne before the fuel cut, and stops the engine 8 so as to cut the fuel at a predetermined engine rotation speed Ne ′. You may go.

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, in the present embodiment, the traveling of the vehicle using both the engine 8 and the second electric motor M2 as a driving force source for traveling is included in the engine traveling instead of the motor traveling.

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

  Further, the hybrid control means 52 controls the first motor rotation speed Ng and / or the second motor rotation speed Nm by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or running, and the engine rotation. The speed Ne can be maintained at an arbitrary rotational speed. For example, as can be seen from the nomogram of FIG. 3, when the engine speed Ne is increased, the hybrid control means 52 maintains the second motor speed Nm restricted by the vehicle speed V while maintaining the first motor speed substantially constant. The rotation speed Ng is increased.

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

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

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

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

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

Here, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 7 is an upshift line, and the alternate long and short dash line is a downshift line.

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

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

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

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T _OUT of the automatic transmission unit 20, the engine, for example. Actual values such as torque Te, vehicle acceleration, and engine torque Te calculated based on, for example, accelerator opening or throttle valve opening θ _TH (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed Ne Or a request (target) engine torque Te calculated based on a driver's accelerator pedal operation amount or throttle opening, a request (target) output torque T _{OUT of} the automatic transmission unit 20, an estimated value of a required driving force, etc. There may be. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

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

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

As a result, for example, when the vehicle is traveling at low to medium speed and at low to medium power, the power transmission device 10 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle, but the actual vehicle speed V is equal to the determination vehicle speed V1. In high-speed running exceeding this, the power transmission device 10 is in a stepped speed change state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path. Conversion loss between power and electric energy generated when operating as a transmission is suppressed, and fuel efficiency is improved. Further, in high output traveling such that the driving force related value such as the output torque T _OUT exceeds the determination torque T1, the power transmission device 10 is set to a stepped transmission state in which it operates as a stepped transmission, and mechanical power transmission is exclusively performed. The region in which the output of the engine 8 is transmitted to the drive wheels 38 through the route to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle, and the first motor M1 should generate electricity. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle driving device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Accordingly, the user can enjoy, for example, a change in the engine rotational speed Ne accompanying an upshift in stepped automatic transmission, that is, a rhythmic change in the engine rotational speed Ne accompanying a shift.

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

The power storage device 60 is a secondary battery for storing the power generated by the first motor M1 and the second motor M2 and supplying the power to the first motor M1 and the second motor M2. The power storage device 60 From the viewpoint of maintaining the durability of the battery, the hybrid control means 52 determines an input / output limit range RL _BAT that limits the charging power and discharging power of the power storage device 60 based on the remaining charge SOC. Then, the hybrid control means 52 outputs the output Pg of the first electric motor M1 (unit is “kW”, for example, hereinafter referred to as “first electric motor output Pg”) and the output Pm of the second electric motor M2 (unit is “kW”, for example). Hereinafter, the first electric motor M1 and the second electric motor M2 are set so that the sum total of “the second electric motor output Pm” is within the input / output allowable range RL _BAT corresponding to the charge / discharge capability of the power storage device 60. drive. For example, the first motor M1 and the second motor M2 are operated assuming that the upper limit value Wout of the input / output allowable range RL _BAT is “30 kW” and the lower limit value Win is “−30 kW”. In such a case, the power storage device 60 can be discharged up to 30 kW indicated by the upper limit value Wout, that is, power can be supplied to the first electric motor M1 and the second electric motor M2 up to a total of 30 kW, and the sign of the lower limit value Win is negative. Since there is a charging side, it is possible to charge up to 30 kW indicated by the lower limit value Win.

As described above, the hybrid control means 52 includes the first motor M1 and the second motor M2 so that the sum of the first motor output Pg and the second motor output Pm is within the input / output allowable range RL _{BAT of the} power storage device 60. Therefore, the upper limit value Pm_max (hereinafter referred to as “second motor allowable power upper limit value Pm_max”) and the lower limit value Pm_min (hereinafter referred to as “second motor allowable power lower limit value Pm_min”). Are determined according to the input / output allowable range (charge / discharge capacity) RL _BAT and the first motor output Pg of the power storage device 60. Specifically, the second motor allowable power upper limit value Pm_max is a value obtained by subtracting the first motor output Pg from the upper limit value Wout of the input / output allowable range RL _BAT as shown in the following equation (1), and the second motor allowable power lower limit value. The value Pm_min is a value obtained by subtracting the first motor output Pg from the lower limit value Win of the input / output allowable range RL _BAT as shown in the following equation (2). Then, the hybrid control means 52 basically operates the second motor M2 so that the second motor output Pm falls between the second motor allowable power upper limit value Pm_max and the second motor allowable power lower limit value Pm_min. Focusing on the output torque Tm of the second motor M2 (hereinafter referred to as “second motor torque Tm”), the hybrid control means 52 uses the following equation (3) to calculate the second motor allowable power upper limit value Pm_max and the second motor allowable power upper limit value Pm_max. 2 Using the upper limit value Tm_max (hereinafter referred to as “second motor torque upper limit value Tm_max”) of the second motor torque Tm obtained from the motor rotation speed Nm and the following formula (4), the second motor allowable power lower limit value Pm_min and The second electric motor M2 so that the second electric motor torque Tm is between the lower limit value Tm_min (hereinafter, referred to as “second electric motor torque lower limit value Tm_min”) of the second electric motor torque Tm obtained from the second electric motor rotation speed Nm. Can be said to drive. Here, in the following formulas (1) and (2), the plus sign of the second motor allowable power upper limit value Pm_max and the second motor allowable power lower limit value Pm_min indicates the power consumption side that functions as the motor of the second motor M2. The sign of the second motor allowable power upper limit value Pm_max and the second motor allowable power lower limit value Pm_min indicates the power generation side of the second motor M2. Further, the plus sign of the upper limit value Wout and the lower limit value Win indicates the discharge side of the power storage device 60, and the minus sign of the upper limit value Wout and the lower limit value Win indicates the charge side of the power storage device 60. Further, the plus sign of the first motor output Pg indicates the power consumption side that functions as the motor of the first motor M1, and the minus sign of the first motor output Pg indicates the power generation side of the first motor M1. In the following formulas (3) and (4), the units of Tm_max and Tm_min are “Nm”, and the same rotational direction as the rotation of the engine 8 is the positive direction for Tm_max and Tm_min.
Pm_max = Wout−Pg (1)
Pm_min = Win−Pg (2)
Tm_max = Pm_max / Nm / (2π / 60/1000) (3)
Tm_min = Pm_min / Nm / (2π / 60/1000) (4)

As can be seen from the above formulas (1) to (4), the second motor torque upper limit value Tm_max and the second motor torque lower limit value Tm_min are limit values that change according to the first motor output Pg, and the second motor M2 Is operated with its torque Tm being constrained by the second motor torque upper limit value Tm_max and the second motor torque lower limit value Tm_min. Therefore, during the shift of the automatic transmission unit 20 in which the differential state of the differential unit 11 changes greatly. It is assumed that the first electric motor output Pg fluctuates greatly, which fluctuates the second electric motor torque Tm, and the fluctuation of the second electric motor torque Tm can appear as a shift shock. Here, since the relationship between the first motor output Pg and the first motor torque Tg is expressed by the following equation (5), for example, if the first motor rotation speed Ng is zero, the difference between the differential unit 11 Even if the first motor torque Tg varies to change the dynamic state, the first motor output Pg remains zero and does not vary. Further, even if the first motor rotation speed Ng is not zero, if the first motor torque Tg varies, the first motor output Pg hardly varies even if the first motor torque Tg varies. In this embodiment, the shift shock is reduced by utilizing the relationship between the first motor output Pg and the first motor torque Tg. The main part of the control function will be described below. In the following formula (5), “π” is a circumference ratio, the unit of Pg is “kW”, the unit of Tg is “Nm”, and the unit of Ng is “rpm”. Further, Tg and Ng are the same as the rotation direction of the engine 8 in the positive direction, Pg is “positive” when the first motor M1 functions as a motor (motor), and the first motor M1 is a generator ( The case of functioning as a generator is defined as “negative”.
Pg = Tg × Ng × 2π / 60/1000 (5)

  The stepped shift control means (shift control means) 54 of FIG. 6 includes a shift determination means 110 for determining a shift to the effect that the automatic transmission unit 20 should shift. The shift determining means 110 determines whether or not the shift of the automatic transmission unit 20 should be executed based on the vehicle speed V and the accelerator opening Acc using a shift diagram as illustrated in FIG. When the shift is to be executed, the shift determination is performed.

The first motor output suppression means 112 detects the first motor rotation speed Ng, and the first motor M1 is rotating in the positive direction, which is the same rotation direction as the engine 8, or the first motor M1 is the engine 8 It is determined whether the rotation is in the negative direction, which is the opposite direction of rotation. When the automatic transmission unit 20 is shifting, that is, when the shift determination unit 110 determines that the shift of the automatic transmission unit 20 should be performed, the first motor output suppression unit 112 is In order to suppress the rotation of the first motor M1, that is, to make the absolute value of the first motor output Pg close to zero, the first motor rotation speed Ng is determined in advance based on the determination about the rotation direction of the first motor M1. Within the rotation speed range Rng. For this purpose, the first motor output suppression means 112 executes engine torque control for increasing or decreasing the engine torque Te. Specifically, the first motor output suppression means 112 reduces the engine torque Te by decreasing the throttle valve opening θ _TH or the like when the first motor M1 is rotating in the forward direction. Thus, the engine torque control for keeping the first motor rotation speed Ng within the rotation speed range Rng is executed. On the other hand, when the first motor M1 is rotating in the negative direction, the first motor output suppression means 112 increases the engine torque Te by increasing the throttle valve opening _θTH or the like, thereby increasing the first motor. The engine torque control for keeping the rotational speed Ng within the rotational speed range Rng is executed. Here, the rotation speed range Rng of the first motor rotation speed Ng is such that the change in the first motor output Pg is sufficiently reduced when the differential state of the differential section 11 changes during the shift of the automatic transmission section 20. The control target range is experimentally determined so as to avoid appearing as a shift shock. Since the target value of the first motor rotational speed Ng in the engine torque control is desirably zero (0 rpm), the rotational speed range Rng is a control target range including zero (0 rpm). The torque control may be executed such that the absolute value of the first motor rotation speed Ng is equal to or less than a predetermined first motor rotation speed limit value corresponding to the upper and lower limit values of the rotation speed range Rng.

  The first motor rotation speed determination means 114 detects the first motor rotation speed Ng and determines whether or not the first motor rotation speed Ng is within the rotation speed range Rng. The first motor output suppression means 112 determines that the first motor rotation speed determination means 114 affirms that the first motor rotation speed Ng is within the rotation speed range Rng. The engine torque control for maintaining one motor rotation speed Ng at a rotation speed within the rotation speed range Rng at that time is executed until the shift of the automatic transmission unit 20 is completed.

When the automatic transmission unit 20 is shifting, that is, when the shift determination unit 110 determines that the shift of the automatic transmission unit 20 should be performed, the target engine rotation speed changing unit 116 2. Based on the motor rotational speed Nm and the gear ratio ρ0 of the differential planetary gear unit 24, the target engine rotational speed indicated by the target engine operating point _PEG regardless of the optimum fuel efficiency curve L _EF (see FIG. 8). Ne_m is changed to the rotation speed of the engine 8 at which the first motor rotation speed Ng becomes a value (preferably zero) within the rotation speed range Rng. Then, when the target engine speed Ne_m is changed by the target engine speed changing means 116, the hybrid control means 52 functioning as the first motor control means has the engine 8 at the changed target engine speed Ne_m. The first motor torque Tg is controlled so as to operate.

Further, the target engine rotational speed changing means 116, when the shift of the automatic transmission portion 20 is completed, one before changing the target engine rotational speed Ne_m, i.e., the target along the optimum fuel consumption curve L _EF engine The target engine speed Ne_m indicated by the operating point _PEG is restored. In that case, the target engine rotational speed changing means 116 returns the target engine rotational speed Ne_m to the one before the change so that the driving force changes to such an extent that the comfort during traveling is not impaired.

  The shift determination means 110 makes a shift determination indicating that the shift of the automatic transmission unit 20 should be executed, and the first motor rotation speed determination means 114 causes the first motor rotation speed Ng to fall within the rotation speed range Rng. If it is determined that the transmission is in the affirmative state, the stepped shift control means 54 is configured so that, for example, the shift stage is achieved according to the engagement table shown in FIG. A command (shift output command) for engaging and / or releasing C1, C2, B1, B2, and B3 is output to the hydraulic control circuit 42. As a result, the hydraulic friction engagement devices C1, C2, B1, B2, and B3 of the automatic transmission unit 20 enter a speed change operation. Then, the stepped shift control means 54 outputs the fact that the shift has been completed when the shift of the automatic transmission unit 20 is completed after outputting the shift output command, the first motor output suppression means 112 and the target engine rotation speed. To the changing means 116.

  FIG. 9 is a flowchart for explaining the control operation when the rotation of the first motor M1 is suppressed during the shift of the electronic control unit 40, that is, during the shift of the automatic transmission unit 20, for example, several msec to several tens msec. It is repeatedly executed with an extremely short cycle time.

  First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the shift determination means 110, a shift diagram as illustrated in FIG. 7 is used to automatically perform based on the vehicle speed V and the accelerator opening Acc. As a result of determining whether or not the shift of the transmission unit 20 should be executed, it is determined whether or not a shift determination indicating that the automatic transmission unit 20 should perform a shift is performed. If the determination of SA1 is affirmative, that is, if the shift determination unit 110 determines that the shift is to be performed, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, that is, if the shift determining means 110 has not made a shift determination indicating that the shift should be performed, the flowchart of FIG. 9 ends.

  In SA2 corresponding to the first motor output suppression means 112, the first motor rotation speed Ng is detected, and whether or not the first motor M1 is rotating in the forward direction, that is, the first motor rotation speed Ng is less than zero. It is determined whether or not it is large. If this determination is affirmative, that is, if the first electric motor M1 is rotating in the positive direction, the process proceeds to SA3. On the other hand, if this determination is negative, that is, if the first electric motor M1 is rotating in the negative direction, the process proceeds to SA4. When the first motor rotation speed Ng is zero, it is not necessary to change the first motor rotation speed Ng, so the process may move to either SA3 or SA4. However, in this flowchart, the process moves to SA4. .

  In SA3 corresponding to the first motor output suppression means 112, engine torque control is performed to reduce the engine torque Te so that the first motor rotational speed Ng falls within the rotational speed range Rng. If it is determined in SA6 to be described later that the first motor rotation speed Ng is within the rotation speed range Rng, the first motor rotation speed Ng is set to the rotation speed range at that time. The engine torque control maintained at the rotation speed within Rng is executed until the shift of the automatic transmission unit 20 is completed. After SA3, the process proceeds to SA5.

  In SA4 corresponding to the first motor output suppression means 112, engine torque control is performed so that the first motor rotation speed Ng falls within the rotation speed range Rng by increasing the engine torque Te. If it is determined in SA6 to be described later that the first motor rotation speed Ng is within the rotation speed range Rng, the first motor rotation speed Ng is set to the rotation speed range at that time. The engine torque control maintained at the rotation speed within Rng is executed until the shift of the automatic transmission unit 20 is completed. After SA4, the process proceeds to SA5.

In SA5 corresponding to the target engine rotation speed changing means 116, the second motor rotation speed Nm and the gear ratio ρ0 of the differential planetary gear unit 24 are based on the optimum fuel efficiency curve L _EF (see FIG. 8). The target engine rotational speed Ne_m indicated by the target engine operating point _PEG is changed to the rotational speed of the engine 8 at which the first motor rotational speed Ng becomes a value (preferably zero) within the rotational speed range Rng. When the differential unit 11 is in the unlocked state regardless of whether or not the automatic transmission unit 20 is shifting, the first motor torque is set so that the engine rotation speed Ne matches the target engine rotation speed Ne_m. Since Tg is controlled, when the target engine speed Ne_m is changed in SA5, the first electric motor torque Tg is controlled so that the engine speed Ne matches the target engine speed Ne_m after the change. The After SA5, the process proceeds to SA6.

  In SA6 corresponding to the first motor rotation speed determination means 114, the first motor rotation speed Ng is detected, and it is determined whether or not the first motor rotation speed Ng has decreased to near zero (0 rpm). That is, it is determined whether or not the first motor rotation speed Ng is within the rotation speed range Rng. If this determination is affirmative, that is, if the first motor rotational speed Ng is within the rotational speed range Rng, the process proceeds to SA7. On the other hand, if this determination is negative, the process proceeds to SA2.

  In SA7 corresponding to the stepped transmission control means 54, for example, the hydraulic friction engagement devices C1, C2, B1, B2, B3 of the automatic transmission unit 20 are achieved in accordance with the engagement table shown in FIG. The shift output command for engaging and / or releasing is output to the hydraulic control circuit 42.

  In SA8 corresponding to the stepped shift control means 54, it is determined whether or not the shift of the automatic transmission unit 20 has been completed. If this determination is affirmative, that is, if the shift of the automatic transmission unit 20 is completed, the process proceeds to SA9. On the other hand, if this determination is negative, the determination of SA8 is again made. In short, SA9 is executed after the determination of SA8 becomes affirmative.

In SA9 corresponding to the first motor output suppression means 112 and the target engine rotation speed changing means 116, the first motor rotation speed Ng started in SA3 or SA4 is kept within the rotation speed range Rng. This completes the engine torque control. The target engine rotational speed Ne_m is, those before being changed by the SA5, i.e., optimum fuel consumption curve L _EF engine operating point P _EG to target along is returned to the target engine rotational speed Ne_m shown.

  The control operation shown in the flowchart of FIG. 9 will be described with reference to FIGS. 10 and 11. FIG. 10 is a collinear diagram of the differential unit 11 and shows an example in which the accelerator pedal 41 (see FIG. 4) is depressed to the maximum of the accelerator opening Acc and the automatic transmission unit 20 performs a downshift. FIG. 5 is a collinear diagram showing changes in the first motor rotation speed Ng, the engine rotation speed Ne, and the second motor rotation speed Nm during the downshift. Further, FIG. 11 shows an example in which the downshift is executed by taking the case where the accelerator pedal 41 is depressed to the maximum accelerator opening Acc and the downshift is executed by the automatic transmission unit 20 as in FIG. In order to compare and explain the time variation of the target engine speed Ne_m when SA5 in FIG. 9 is executed (solid line in FIG. 11) and when SA5 in FIG. 9 is not executed (two-dot chain line in FIG. 11). FIG.

10 The shift start before since the first electric motor M1 as shown by the solid line L ₀₁ are positively rotated positive determination at SA2 of FIG. 9 is performed. Therefore, the engine torque Te is reduced at SA3 in FIG. 9, and the rotational speed of the engine 8 at which the first motor rotational speed Ng becomes a value (for example, zero) within the rotational speed range Rng at SA5 in FIG. Since the target engine speed Ne_m is changed at this time, the engine speed Ne decreases as indicated by the arrow AR1 in FIG. 10, and the first motor speed Ng is synchronized with the rotation speed range Rng as indicated by the arrow AR2. To a value (eg, zero). Then, before starting at least shift the inertia phase reaches the first-motor rotation speed Ng is within the rotational speed range Rng values as two-dot chain line L ₀₂ in FIG. 10 (e.g., zero), Sonaruto, 9 A positive determination is made at SA6, and the second motor rotation speed Nm increases as indicated by the arrow AR3 in FIG. 10 to achieve the downshift, and the engine rotation speed Ne increases synchronously as indicated by the arrow AR4. . At this time, the first motor rotation speed Ng is maintained at a value (for example, zero) within the rotation speed range Rng. Period in which the second electric motor rotation speed Nm is increasing as described above arrow AR3 is equivalent to the inertia phase, the broken line L ₀₃ in FIG. 10 shows the rotational speed Ng after the shift end, Ne, and Nm. Although the engine speed Ne indicated by the solid line L ₀₁ and the broken line L ₀₃ in FIG. 10 is identical, it is not necessary to be particularly coincident.

  If the target engine speed Ne_m is not changed in SA5 in FIG. 9, the target engine speed Ne_m changes as indicated by a two-dot chain line in FIG. 11 during the downshift of the automatic transmission unit 20, but FIG. As shown by the arrow AR1, the execution of SA5 to lower the engine rotational speed Ne causes the target engine rotational speed Ne_m to decrease at least before the start of the inertia phase, as shown by the solid line in FIG. Then, in the inertia phase, the target engine speed Ne_m in the inertia phase increases as shown by the solid line in FIG. 11 in order to increase the engine speed Ne as indicated by an arrow AR4 in FIG.

  FIG. 12 shows that the automatic transmission 20 is downshifted when the second electric motor output Pm is increased as much as possible when the accelerator pedal 41 (see FIG. 4) is depressed to the maximum operation amount (accelerator opening Acc is maximum). As an example, the case where the control operation shown in the flowchart of FIG. 9 is not executed, that is, the case of the prior art, and the case where the control operation shown in the flowchart of FIG. It is a time chart for doing. In FIG. 12, the second motor rotation speed Nm, the first motor rotation speed Ng, the first motor torque Tg, the second motor torque Tm (conventional technology), the second motor torque upper limit value Tm_max and the first in the conventional technology in this order. This is a time chart of the second motor torque Tm (this example), which is an excerpt of the two motor torque lower limit value Tm_min.

Although not shown in FIG. 12, the shift output command for executing the downshift of the automatic transmission unit 20 is output to the hydraulic control circuit 42 when the accelerator pedal 41 is depressed to the maximum operation amount before the time point t _A1. Thus, the torque phase in the downshift of the automatic transmission unit 20 has started. Then, the hybrid control means 52 judges that the accelerator pedal operation amount (accelerator opening) Acc is the maximum, so that the driver's required output is the maximum, so that the second as much as possible in accordance with the driver's intention. Increase the motor output Pm. Therefore, before the time point t _A1 , the second motor torque Tm is increased to the second motor torque upper limit value Tm_max, and the second motor M2 is operated while being limited by the second motor torque upper limit value Tm_max. That is, in the time chart of FIG. 12, the second motor torque upper limit value Tm_max and the second motor torque Tm are in a relationship that the second motor torque Tm increases accordingly when the second motor torque upper limit value Tm_max increases.

The time point t _A1 indicates that the downshift inertia phase of the automatic transmission unit 20 has started. The time point t _A2 indicates that the inertia phase has ended. Therefore, from the time t _{A1 to the} time t _A2 , the second motor rotation speed Nm that is the input rotation speed of the automatic transmission unit 20 increases, and accordingly, in the related art, the engine 8 is set to the optimum fuel consumption rate curve L _EF. In order to operate along (see FIG. 8), the first motor rotation speed Ng (broken line in FIG. 12) is lowered. On the other hand, in the present embodiment, the first motor rotational speed Ng is within the rotational speed range Rng at least before the start of the inertia phase, so the first motor rotational speed Ng (solid line) from before the time point t _A1 in FIG. Is maintained at a value within the rotation speed range Rng (0 rpm in FIG. 12). Note that the first motor rotational speed Ng (solid line) remains zero after time t _A2 , but it is not particularly necessary to maintain zero.

FIG. 13 shows the differential unit 11 for explaining changes in the first motor rotation speed Ng, the engine rotation speed Ne, and the second motor rotation speed Nm in the period from the time t _{A1 to the} time t _A2 in the prior art. It is an alignment chart. FIG. 14 is a collinear diagram of the differential section 11 for explaining the change in the first motor rotation speed Ng in the period from the time t _{A1 to the} time t _A2 in the present embodiment, compared with FIG. It is. In FIGS. 13 and 14, solid lines L ₀₅ and L ₀₇ indicate rotational speeds Ng, Ne, and Nm at time t _A1 (see FIG. 12), and broken lines L ₀₆ and L ₀₈ indicate time at time t _A2 (see FIG. 12). The rotational speeds Ng, Ne, and Nm are shown.

In the inertia phase from the time t _{A1 to the} time t _A2 , the second motor rotation speed Nm increases as shown in FIG. 12, and the first motor rotation speed Ng is synchronized with that as shown in FIG. 13 (conventional technology). In order to lower, the first electric motor M1, the differential sun gear S0, the differential planetary gear P0, and the like have inertia to maintain the current rotation speed, and therefore inertia torque (inertia force and inertia) generated by the inertia. The first motor M1 needs to generate an inertia cancel torque Tg_iner (shaded portion in FIG. 12, arrow in FIG. 13) that is the first motor torque Tg for canceling the resistance). The inertia canceling torque Tg_iner is likely to increase during the shift of the automatic transmission unit 20 in which the change in the differential state of the differential unit 11 is large. In particular, when the first motor rotation speed Ng changes significantly, that is, the first motor. This becomes noticeable when the first motor rotational acceleration Ag, which is the rate of change of the rotational speed Ng, is large.

In FIG. 13, if the first motor M1 generates the inertia cancel torque Tg_iner, the inertia cancel power Pg_iner expressed by the following equation (6) is generated from the first motor M1 accordingly. In the rotating state of the first electric motor M1 in FIG. 13, the inertia cancel power Pg_iner is in the power generation direction. Then, the equation (1), equation (2), (3), (4) the relationship of the period the inertia canceling torque Tg_iner until time _{t A2} from _{t A1} point as shown in FIG. 12 (FIG. 12 The second motor torque upper limit value Tm_max and the second motor torque lower limit value Tm_min fluctuate according to the occurrence of the hatched portion. In the case of FIG. 12, the second motor torque Tm is increased to the second motor torque upper limit value Tm_max, and the second motor M2 is operated while being limited by the second motor torque upper limit value Tm_max. As shown in the time chart of the second electric motor torque Tm (conventional technology), the fluctuation of the second electric motor torque upper limit value Tm_max becomes the fluctuation of the second electric motor torque Tm as it is. At this time, the second motor output fluctuation amount ΔPm, which is the fluctuation amount of the second motor output Pm caused by the generation of the inertia cancel power Pg_iner, is obtained by the following equation (7), and the second motor output fluctuation amount ΔPm corresponding to the second motor output fluctuation amount ΔPm is obtained. The second motor torque fluctuation amount ΔTm, which is the fluctuation amount of the two motor torque Tm, is obtained by the following equation (8).
Pg_iner = Tg_iner × Ng × 2π / 60/1000 (6)
ΔPm = −Pg_iner (7)
ΔTm = ΔPm / Nm / (2π / 60/1000) (8)

On the other hand, in the time chart (first embodiment) of the first motor rotation speed Ng in FIG. 12, the first motor rotation speed Ng is zero during the period from the time point t _{A1 to the} time point t _A2 , and is dragged to increase in the engine rotation speed Ne. Even if the first motor torque Tg including the inertia cancel torque Tg_iner fluctuates in order to maintain the first motor rotation speed Ng at zero, the first motor output Pg remains constant as long as the first motor rotation speed Ng is zero. The first motor output fluctuation amount ΔPg, which is the fluctuation amount, is zero. Then, since “Pg_iner = 0”, “ΔPm = 0” from the above equation (7), and further from the equation (8), “ΔTm = 0” as shown in FIG. If this is expressed in the time chart of FIG. 12, even if the first motor torque Tg fluctuates greatly (the hatched portion in FIG. 12) during the period from the time t _{A1 to the} time t _A2, as shown in the lowermost part of FIG. The second motor torque Tm changes smoothly without appearing as variations in the second motor torque upper limit value Tm_max, the second motor torque lower limit value Tm_min, and the second motor torque Tm.

Here, the second motor torque upper limit value Tm_max in the period from the time point t _{A1 to the} time point t _A2 in FIG. 12 is corrected to remove large fluctuations as indicated by a two-dot chain line in the second stage time chart from the bottom of FIG. It is possible to smoothly change the second motor torque Tm that fluctuates along the second motor torque upper limit value Tm_max (see the arrow), but when the charging limit of the power storage device 60 due to low temperature is large, etc. As shown in the second time chart from the bottom of FIG. 12, the width between the second motor torque upper limit value Tm_max and the second motor torque lower limit value Tm_min is narrowed and corrected as indicated by the two-dot chain line. If it has been determined, the magnitude relationship between the second motor torque upper limit value Tm_max and the second motor torque lower limit value Tm_min may be reversed and correction may not be possible. Since this embodiment does not correct the second motor torque upper limit value Tm_max or the second motor torque lower limit value Tm_min, it can be said that this embodiment is particularly effective when the above correction cannot be made. Therefore, in the control operation shown in the flowchart of FIG. 9, the second motor torque allowable width, which is the width between the second motor torque upper limit value Tm_max and the second motor torque lower limit value Tm_min, is equal to the second motor torque upper limit value Tm_max. Alternatively, the second motor torque lower limit value Tm_min may be executed when the value is equal to or smaller than a predetermined allowable width determination value obtained experimentally for determining a case where the second motor torque lower limit value Tm_min cannot be corrected.

  According to this embodiment, when the automatic transmission unit 20 is shifting, the first motor output suppression means 112 sets the first motor rotation speed Ng to zero (0 rpm) in order to suppress the rotation of the first motor M1. Therefore, even if the first electric motor torque Tg fluctuates during the shift of the automatic transmission unit 20, the first electric motor torque Tg and the first electric motor torque Tg are changed as shown in the equation (5). 1 The first motor output Pg represented by the product of the motor rotation speed Ng and the proportionality constant is kept small. For this reason, the influence on the second motor torque upper limit value Tm_max and the second motor torque lower limit value Tm_min due to the fluctuation of the first motor torque Tg shown as the hatched portion in the time chart of FIG. (See FIG. 12) can be prevented from greatly fluctuating, and as a result, the shift shock can be reduced and the comfort during travel can be maintained.

Further, according to the present embodiment, the first motor output suppressing means 112 reduces the engine torque Te by decreasing the throttle valve opening θ _TH or the like when the first motor M1 is rotating in the positive direction. By reducing the engine torque, the engine torque control is performed so that the first motor rotation speed Ng falls within the rotation speed range Rng. On the other hand, when the first motor M1 is rotating in the negative direction, the first motor output suppression means 112 increases the engine torque Te by increasing the throttle valve opening _θTH or the like, thereby increasing the first motor. Engine torque control is performed to keep the rotational speed Ng within the rotational speed range Rng. Therefore, fluctuations in the first motor output Pg (power consumption, generated power) when the first motor rotation speed Ng is within the rotation speed range Rng are suppressed. As a result, it is possible to suppress the variation in the second motor torque Tm caused by the variation in the first motor output Pg during the shift of the automatic transmission unit 20.

Further, according to the present embodiment, the hybrid control means 52 functioning as the first motor control means controls the first motor torque Tg so that the engine 8 operates at the target engine operating point _PEG . Further, the target engine rotation speed changing means 116, when the automatic transmission unit 20 is shifting, has a target indicated by the target engine operating point P _EG regardless of the optimum fuel consumption rate curve L _EF (see FIG. 8). The engine rotation speed Ne_m is changed to the rotation speed of the engine 8 at which the first motor rotation speed Ng becomes a value (preferably zero) within the rotation speed range Rng. Therefore, even if the first motor torque Tg fluctuates during the shift of the automatic transmission unit 20 because the first motor rotation speed Ng is zero or substantially zero during the shift of the automatic transmission unit 20, the above formula (5 Therefore, it is possible to make it hardly appear as fluctuations in the first motor output Pg (power consumption, generated power). As a result, it is possible to suppress the variation in the second motor torque Tm caused by the variation in the first motor torque Tg during the shift of the automatic transmission unit 20.

According to the present embodiment, (a) the power storage device 60 stores power generated by the first motor M1 and the second motor M2 and supplies the power to the first motor M1 and the second motor M2. (B) The hybrid control means 52 is within the input / output allowable range RL _BAT in which the sum of the first motor output Pg and the second motor output Pm corresponds to the charge / discharge capability of the power storage device 60. The first electric motor M1 and the second electric motor M2 are operated so as to be settled. Therefore, overdischarge and overcharge of power storage device 60 can be avoided.

Further, according to the present embodiment, the hybrid control means 52 basically has the engine operating point P _{EG along} the optimum fuel consumption rate curve L _EF (see FIG. 8) such as when the automatic transmission 20 is not shifting. Meanwhile, the speed ratio γ0 of the differential section 11 is controlled so that the engine 8 is operated. Accordingly, it is possible to improve the fuel consumption by operating the engine 8 so that the optimum fuel consumption of the engine 8 is realized by controlling the operating state of the first electric motor M1.

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

  For example, in the above-described embodiment, the first motor output suppression means 112 keeps the first motor rotation speed Ng within the rotation speed range Rng when the automatic transmission section 20 is shifting, but the automatic transmission section 20 When the automatic transmission 20 is downshifted and the accelerator opening Acc is greater than or equal to a predetermined accelerator opening determination value LAcc, the first motor rotation speed Ng is set to the rotation speed range. It may be assumed that it falls within Rng. As such, when the automatic transmission 20 is downshifted and the accelerator opening Acc is equal to or greater than the accelerator opening determination value LAcc, the first electric motor output suppression means 112 rotates the first electric motor rotation speed Ng as described above. If it is assumed that it falls within the speed range Rng, the flowchart of FIG. 9 replaces SB1 and SB2 of SA1 in FIG.

  Specifically, in FIG. 15, in SB 1 corresponding to the shift determination means 110, the shift diagram as illustrated in FIG. 7 is used to downshift the automatic transmission unit 20 based on the vehicle speed V and the accelerator opening Acc. As a result of determining whether or not it should be executed, it is determined whether or not a shift determination indicating that the automatic transmission unit 20 should be downshifted has been performed. When the determination of SB1 is affirmative, that is, when the shift determination unit 110 determines that the downshift should be performed, the process proceeds to SB2. On the other hand, when the determination of SB1 is negative, that is, when the shift determination unit 110 has not performed the shift determination indicating that the downshift should be performed, the flowcharts of FIGS. 9 and 15 are terminated.

  In SB2 (see FIG. 15) corresponding to the first motor output suppression means 112, it is determined whether or not the accelerator opening Acc is equal to or greater than the accelerator opening determination value LAcc. If the determination of SB2 is affirmative, that is, if the accelerator opening Acc is equal to or greater than the accelerator opening determination value LAcc, the process proceeds to SA2 in FIG. On the other hand, if the determination of SB2 is negative, the flowcharts of FIGS. 9 and 15 are terminated. The accelerator opening determination value LAcc is the second motor torque Tm raised to the second motor torque upper limit value Tm_max if the accelerator opening Acc is equal to or greater than the accelerator opening determination value LAcc. This is an experimentally determined predetermined value that is determined to operate the second electric motor M2 while being limited by the torque upper limit value Tm_max. In other words, if the second motor torque upper limit value Tm_max changes. The determination value is determined to be the operating state of the second electric motor M2 in which the second electric motor torque Tm also changes following this. Further, the control operation without the SB2 can be considered in the flowchart of FIG.

  As described above, when the first motor rotation speed Ng is within the rotation speed range Rng when the automatic transmission unit 20 is downshifted, the shift shock is generated when the automatic transmission unit 20 is downshifted. Can be reduced.

  Further, when the automatic transmission 20 is downshifted and the accelerator opening Acc is equal to or greater than the predetermined accelerator opening determination value LAcc, the first motor rotation speed Ng is within the rotation speed range Rng. In the case where the change in the first motor output Pg is likely to be the change in the second motor torque Tm, the change in the first motor output Pg can be suppressed and the electronic control is performed. The control load of the device 40 can be reduced.

In the above-described embodiment, (i) execution of engine torque control for keeping the first motor rotation speed Ng within the rotation speed range Rng by decreasing or increasing the engine torque Te, and (ii) setting the target. The target engine rotational speed Ne_m indicated by the engine operating point _PEG is changed, and the first motor torque Tg is controlled so that the first motor rotational speed Ng becomes a value (preferably zero) within the rotational speed range Rng. However, the first motor rotational speed Ng may be within the rotational speed range Rng by only one of them. Further, the engine torque control for preserving the first motor rotation speed Ng within the rotation speed range Rng by decreasing or increasing the engine torque Te is preferentially executed. As a complement to this, the absolute value of the first motor rotation speed Ng is obtained. When the value is equal to or less than an experimentally determined determination value that can be determined to be within the allowable range even if a variation in the first motor torque Tg appears as a shift shock, the first motor rotation speed Ng is The first motor torque Tg may be controlled so as to be a value within the speed range Rng (preferably zero).

  In the above-described embodiment, the first motor rotation is controlled by controlling the engine torque and controlling the first motor torque Tg so that the engine rotation speed Ne matches the changed target engine rotation speed Ne_m. Although the speed Ng is within the rotation speed range Rng, the first motor rotation suppression engagement control for engaging or slipping the switching brake B0 functioning as an engagement element for suppressing the rotation of the first motor M1 is performed. The first motor rotation speed Ng may be within the rotation speed range Rng. The first motor rotation suppression engagement control may be executed solely by the first motor output suppression means 112, or the first motor torque that makes the engine rotation speed Ne coincide with the changed target engine rotation speed Ne_m. It may be used in combination with one or both of Tg control and engine torque control.

  In the above-described embodiment, when the automatic transmission unit 20 is shifting, the first motor rotation speed Ng is stored in the rotation speed range Rng in order to suppress the rotation of the first motor M1. The first motor rotation speed Ng may be maintained within the rotation speed range Rng during a part of the shift period of the unit 20, or the first motor rotation speed from before the shift of the automatic transmission unit 20 may be maintained. Ng may be maintained within the rotation speed range Rng. Desirably, the first motor rotation speed Ng is preferably maintained within the rotation speed range Rng within the inertia phase of the shift of the automatic transmission unit 20.

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

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

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

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

  Further, according to FIG. 1 of the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series, but the electrical difference that can electrically change the differential state as the entire power transmission device 10. The present invention can be applied even if the differential unit 11 and the automatic transmission unit 20 are not mechanically independent as long as the function and the function of shifting by a principle different from the shift by the electric differential function are provided. Is done.

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

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

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

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

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

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

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

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

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

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

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

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

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

1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a speed change operation and an operation of a hydraulic friction engagement device used therefor when the vehicle power transmission device of FIG. FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the vehicle power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles of FIG. 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 vehicle power transmission device of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, An example of a pre-stored switching diagram that is used as a basis for determining whether to change the speed change state of the mechanism, and a pre-stored drive having a boundary line between the engine travel region and the motor travel region for switching between engine travel and motor travel It is a figure which shows an example of a power source switching diagram, Comprising: It is also a figure which shows each relationship. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. FIG. 6 is a flowchart for explaining a control operation in a case where the rotation of the first electric motor is suppressed during a shift of the control operation of the electronic control device of FIG. Changes in the first motor rotation speed, engine rotation speed, and second motor rotation speed during the downshift, taking as an example the case where the accelerator pedal is depressed to the maximum accelerator opening and the downshift is executed in the automatic transmission unit. FIG. 10 is a collinear diagram of the differential section, and Y1 to Y3 in FIG. 10 are the same as those in FIG. Similar to FIG. 10, the time change of the target engine speed when the downshift is executed is taken as an example when the accelerator pedal is depressed to the maximum accelerator opening and the downshift is executed in the automatic transmission unit. FIG. 10 is a diagram for comparing and explaining the case where SA5 in FIG. 9 is executed (solid line in FIG. 11) and the case where SA5 in FIG. 9 is not executed (two-dot chain line in FIG. 11). The control operation shown in the flowchart of FIG. 9 is not executed, taking as an example the case where the downshift of the automatic transmission unit occurs when the accelerator pedal is depressed to the maximum operation amount and the second motor output is increased as much as possible. 10 is a time chart for comparing and explaining the case of the conventional technique, that is, the case of the prior art and the case where the control operation shown in the flowchart of FIG. 9 of the present embodiment is executed. FIG. 13 is a collinear diagram of a differential unit for explaining changes in a first motor rotation speed, an engine rotation speed, and a second motor rotation speed in a period from a time point t _{A1 to a} time point t _{A2 in} FIG. 13 are the same as those in FIG. FIG. 14 is a collinear diagram of the differential portion for explaining the change of the first motor rotation speed in the period from the time point t _{A1 to the} time point t _A2 in FIG. Y1 to Y3 are the same as those in FIG. FIG. 10 is a flowchart showing steps for replacing SA1 in FIG. 9 to show other control operations in the flowchart in FIG. 9;

Explanation of symbols

8: Engine 10: Power transmission device (vehicle power transmission device)
11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit 38: Drive wheel 40: Electronic control device (control device)
52: Hybrid control means (first motor control means)
60: Power storage device 112: First motor output suppression means 116: Target engine rotation speed changing means M1: First motor M2: Second motor _PEG : Engine operating point (operating point)
Ne_m: target engine speed Acc: accelerator opening LAcc: accelerator opening judgment value

Claims (6)

A differential mechanism coupled between the engine and the drive wheel; and a first electric motor coupled to the differential mechanism so as to be able to transmit power, and the operation state of the first electric motor is controlled to control the differential. A vehicle power transmission comprising: an electric differential unit in which a differential state of the mechanism is controlled; a second electric motor coupled to the power transmission path; and an automatic transmission unit constituting a part of the power transmission path. A control device for the device,
In order to suppress rotation of the first motor during shifting of the automatic transmission unit, first motor output suppression means is included that keeps the rotation speed of the first motor within a predetermined rotation speed range including zero. A control device for a vehicle power transmission device. The first motor output suppressing means reduces the output torque of the first motor by reducing the output torque of the engine when the first motor rotates in the positive direction that is the same rotation direction as the engine. When the first electric motor is rotating in the negative direction within the predetermined rotational speed range, the rotational speed of the first electric motor is increased by increasing the output torque of the engine. The control device for a vehicle power transmission device according to claim 1, wherein the control device is within a rotational speed range. First motor control means for controlling the output torque of the first motor so that the engine operates at a target operating point of the engine;
During the shift of the automatic transmission unit, the target engine rotation speed indicated by the target operating point of the engine is set to a value within the predetermined rotation speed range of the engine. 3. The control device for a vehicle power transmission device according to claim 1, further comprising target engine rotation speed changing means for changing to a rotation speed. A power storage device for storing electric power generated by the first electric motor or the second electric motor and supplying electric power to the first electric motor or the second electric motor;
The first motor and the second motor are operated such that the sum of the output of the first motor and the output of the second motor falls within a predetermined input / output allowable range of the power storage device. The control device for a vehicle power transmission device according to any one of claims 1 to 3. 5. The first motor output suppression means keeps the rotational speed of the first motor within the predetermined rotational speed range when the automatic transmission unit is downshifted. 6. 2. A control device for a vehicle power transmission device according to item 1. The first motor output suppression means sets the rotation speed of the first motor to the predetermined rotation speed when an accelerator opening that is an operation amount of an accelerator pedal is equal to or greater than a predetermined accelerator opening determination value. The control device for a vehicle power transmission device according to claim 5, wherein the control device is within a range.

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