JP2009280177A - Controller for vehicular power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a vehicular power transmission device having an electric differential part wherein a differential state is electrically controlled, preventing rotation fluctuation of an internal combustion engine at the time of an internal combustion engine stop so as to prevent durability deterioration of the internal combustion engine and also to prevent a bad influence on drivability of a vehicle. <P>SOLUTION: This controller for the vehicular power transmission device has an internal combustion engine speed control means 92 controlling an engine speed of the engine 8 by a third electric motor M3 when a rotation speed of an output shaft 18 of a power distribution mechanism 16 varies during non-autonomous operation of the engine 8, so that increase of the engine speed or reverse rotation of the engine 8 is suitably prevented. The durability deterioration of the engine 8 is suppressed thereby, and vibration by the rotation fluctuation of the engine 8 is prevented to improve the drivability. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention controls the differential state between the rotational speed of the input shaft connected to the internal combustion engine and the rotational speed of the output shaft by controlling the operating state of the electric motor connected to the rotating element of the differential mechanism. In particular, the present invention relates to prevention of rotational fluctuations of an internal combustion engine when the internal combustion engine is stopped.

  An electric difference in which the differential state between the rotational speed of the input shaft connected to the internal combustion engine and the rotational speed of the output shaft is controlled by controlling the operating state of the electric motor connected to the rotating element of the differential mechanism. A vehicle power transmission device having a moving part is known. In such a vehicle drive device, the differential mechanism is composed of, for example, a planetary gear device, and the main part of the power from the internal combustion engine is mechanically transmitted to the drive wheels by the differential action of the differential mechanism. The differential state is electrically controlled by electrically transmitting the remainder from the differential motor using an electrical path from the differential motor to the second motor, that is, the gear ratio of the electrical differential unit is appropriately changed. The As a result, the vehicle is controlled to run while maintaining the internal combustion engine in an optimum rotational state, and fuel efficiency can be improved. In addition, the power output device (power transmission device in this specification) of Patent Document 1 has a configuration in which a third rotating electrical machine (in this specification, an internal combustion engine-coupled electric motor) is connected to the internal combustion engine. The energy of the entire apparatus is connected by connecting the first rotating electrical machine (differential motor), the second rotating electrical machine, and the third rotating electrical machine (internal combustion engine coupled motor) so that electric power can be exchanged. Techniques for improving efficiency are disclosed.

JP 2004-336983 A JP 2006-321392 A Japanese Patent Laid-Open No. 10-42403

  By the way, in the vehicle power transmission device configured as described above, for example, in the low vehicle speed region, the internal combustion engine is stopped (fuel cut), and traveling by only the electric motor becomes possible. As a result, the internal combustion engine is maintained at zero rotation by its own drag (static frictional resistance) while the motor is driven only by the electric motor. However, for example, in the case where the output shaft of the differential mechanism has a stepped or continuously variable transmission unit, when the transmission unit is upshifted, the rotational speed of the input shaft of the transmission unit decreases drastically. The rotational speed of the output shaft of the dynamic mechanism is similarly reduced, and the internal combustion engine may enter the negative rotation region due to the influence of the inertia. Further, when the rotational speed of the input shaft of the transmission unit increases rapidly, the rotational speed of the internal combustion engine increases, which may affect the drivability of the vehicle. This is an unknown problem, and is not described in Patent Document 1, for example.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to be connected to an internal combustion engine by controlling the operating state of a motor connected to a rotating element of a differential mechanism. In a vehicle power transmission device having an electric differential unit in which the differential state between the rotational speed of the input shaft and the rotational speed of the output shaft is controlled, preventing rotational fluctuations of the internal combustion engine when the internal combustion engine is stopped Therefore, it is an object of the present invention to provide a control device for a vehicle power transmission device that can prevent a decrease in durability of an internal combustion engine and prevent an influence on drivability of the vehicle.

  In order to achieve the above object, the gist of the invention according to claim 1 is that (a) the operation state of the electric motor connected to the rotating element of the differential mechanism is controlled, so that the motor is connected to the internal combustion engine. A control device for a vehicle power transmission device comprising an electric differential unit that controls a differential state between the rotational speed of the input shaft and the rotational speed of the output shaft, wherein the output of the internal combustion engine is transmitted to drive wheels; (B) a differential motor coupled to a predetermined rotating element of the differential mechanism so that power can be transmitted; and an internal combustion engine coupled motor coupled to the internal combustion engine so that power can be transmitted; and (c) the internal combustion engine. An internal combustion engine rotational speed control means for controlling the rotational speed of the internal combustion engine by the internal combustion engine coupled motor when the rotational speed of the output shaft of the differential mechanism changes during non-autonomous operation. To do.

  According to a second aspect of the present invention, there is provided a control device for a vehicle power transmission device according to the first aspect, wherein the internal combustion engine rotational speed control means is a rotational change speed of an output shaft of the differential mechanism or When the amount of change in rotational speed is greater than or equal to a predetermined value, the rotational speed of the internal combustion engine is controlled.

  The gist of the invention according to claim 3 is that in the control device for a vehicle power transmission device according to claim 1, the output shaft of the differential mechanism is connected to the input shaft of the transmission. The internal combustion engine rotational speed control means controls the rotational speed of the internal combustion engine to a predetermined rotational speed during shifting of the transmission unit.

  According to a fourth aspect of the present invention, in the control device for a vehicle power transmission device according to the first aspect, the input shaft of the transmission unit is connected to the output shaft of the differential mechanism. The internal combustion engine rotation speed control means is characterized in that control is performed and a control amount is determined in accordance with a driving state of the vehicle.

  According to a fifth aspect of the present invention, there is provided a control device for a vehicle power transmission device according to any one of the first to fourth aspects, wherein the internal combustion engine rotational speed control means is in accordance with a traveling state of the vehicle. Thus, the control is performed by switching from the rotational speed control of the internal combustion engine by the internal combustion engine coupled motor to the rotational speed control of the internal combustion engine by the differential motor.

  According to a sixth aspect of the present invention, in the control device for a vehicle power transmission device according to the second aspect, the rotational change speed or the rotational speed change amount of the output shaft of the differential mechanism is a predetermined value or more. The time is when the drive wheel slips.

  According to a seventh aspect of the present invention, in the control device for a vehicle power transmission device according to the second aspect, the rotational change speed or the rotational speed change amount of the output shaft of the differential mechanism is a predetermined value or more. The time is when the driving wheel is locked.

  The gist of the invention according to claim 8 is that, in the control device for a vehicle power transmission device according to claim 2, the rotational change speed or the rotational speed change amount of the output shaft of the differential mechanism is a predetermined value or more. The time is when the vehicle is suddenly decelerated.

  According to a ninth aspect of the present invention, there is provided the control device for a vehicle power transmission device according to the third aspect, wherein the internal combustion engine rotational speed control means is based on the rotational speed of the internal combustion engine. Is characterized in that feedback control is performed so as to achieve the predetermined rotational speed.

  A gist of the invention according to claim 10 is the control device for a vehicle power transmission device according to claim 3, wherein the predetermined rotational speed is learning-controlled.

  The gist of the invention according to claim 11 is that, in the control device for a vehicle power transmission device according to claim 3, the predetermined rotational speed is changed in accordance with a gear ratio of the transmission unit. Features.

  According to a twelfth aspect of the present invention, in the control device for a vehicle power transmission device according to the third aspect, the internal combustion engine rotational speed control means is implemented during the inertia phase of the transmission unit. Features.

  According to a thirteenth aspect of the present invention, in the control device for a vehicle power transmission device according to the third aspect, the transmission portion is stepped.

  A gist of the invention according to claim 14 is the control apparatus for a vehicle power transmission device according to claim 3, wherein the predetermined rotational speed is zero rotation by lock control of the internal combustion engine coupled motor. It is characterized by.

  According to a fifteenth aspect of the present invention, in the control device for a vehicle power transmission device according to the fourth aspect, the internal combustion engine rotation speed control means includes a shift point, a vehicle speed, a shift time, and the like of the transmission unit. It is characterized in that it is carried out only when the contribution of inertia estimated from (2) is large.

  According to a sixteenth aspect of the present invention, in the control device for a vehicle power transmission device according to the fourth aspect, the internal combustion engine rotation speed control means includes a shift point, a vehicle speed, a shift time, The control amount of the internal combustion engine coupled motor is determined from the amount of change in rotational speed of the input shaft of the transmission unit.

  The gist of the invention according to claim 17 is the control device for a vehicle power transmission device according to claim 5, wherein the internal combustion engine rotation speed control means is configured to cause the internal combustion engine to operate when the internal combustion engine coupled motor fails. The present invention is characterized by switching from the rotational speed control by the engine-connected motor to the rotational speed control by the differential motor.

  The gist of an invention according to claim 18 is the control device for a vehicle power transmission device according to claim 5, wherein the internal combustion engine rotation speed control means is connected to the internal combustion engine according to the state of the power storage device. It is characterized by switching from the rotational speed control by the electric motor to the rotational speed control by the differential motor.

  According to the control device for a vehicle power transmission device of the invention according to claim 1, when the rotational speed of the output shaft of the differential mechanism changes during non-autonomous operation of the internal combustion engine, the internal combustion engine coupled motor Thus, the internal combustion engine rotational speed control means for controlling the rotational speed of the internal combustion engine is provided, so that an increase in the rotational speed and reverse rotation of the internal combustion engine are preferably prevented. As a result, a decrease in durability of the internal combustion engine can be suppressed, vibration due to a fluctuation in the rotation of the internal combustion engine can be prevented, and drivability can be improved.

  According to the control device for a vehicle power transmission device of the second aspect of the invention, the internal combustion engine rotational speed control means is configured such that the rotational change speed or the rotational speed change amount of the output shaft of the differential mechanism is not less than a predetermined value. At this time, the rotational speed of the internal combustion engine is controlled. In this way, the rotational fluctuation of the internal combustion engine occurs due to the inertia change accompanying the sudden change or the large change of the output shaft of the differential mechanism. The rotational fluctuation is suppressed by the internal combustion engine rotational speed control means. Can do.

  According to the control device for a vehicle power transmission device of a third aspect of the invention, the internal combustion engine rotational speed control means sets the rotational speed of the internal combustion engine to a predetermined rotational speed during a shift of the transmission unit. It is something to control. In this way, there is a possibility that the internal combustion engine may be fluctuated due to a change in the rotation speed of the output shaft of the differential mechanism during the shift of the transmission unit, but the rotation fluctuation is suppressed by the internal combustion engine rotation speed control means. can do.

  According to the control device for a vehicle power transmission device according to the fourth aspect of the invention, the internal combustion engine rotation speed control means determines the execution of the control and the control amount in accordance with the driving state of the vehicle. In this way, the execution of the control is preferably determined according to the driving state of the vehicle, and the control amount is also preferably determined according to the driving state of the vehicle, to the rotational fluctuation and drivability of the internal combustion engine. Can be suitably suppressed.

  According to the control device for a vehicle power transmission device of the invention according to claim 5, the internal combustion engine rotational speed control means is configured so that the rotational speed of the internal combustion engine by the internal combustion engine coupled motor is in accordance with a running state of the vehicle. The control is switched from control to rotation speed control of the internal combustion engine by the differential motor. In this way, even if the internal combustion engine coupled motor fails, for example, the rotational speed of the internal combustion engine can be controlled by switching to the differential motor, and the rotational fluctuation of the internal combustion engine can be suppressed.

  According to the control device for a vehicle power transmission device of the invention of claim 6, when the rotational change speed or the rotational speed change amount of the output shaft of the differential mechanism is greater than or equal to a predetermined value, the drive wheel is It shall be when it slips. In this way, an increase in the rotational speed of the internal combustion engine accompanying a sudden increase in the rotational speed of the output shaft of the differential mechanism due to slip of the drive wheels can be suitably suppressed by the internal combustion engine rotational speed control means.

  According to the control device for a vehicle power transmission device of the invention according to claim 7, when the rotational change speed or the rotational speed change amount of the output shaft of the differential mechanism is a predetermined value or more, the drive wheel is It shall be when it is locked. If it does in this way, reverse rotation of the internal combustion engine accompanying the sudden rotation speed fall of the output shaft of the differential mechanism by lock of a drive wheel can be suitably controlled by internal combustion engine speed control means.

  According to the control device for a vehicle power transmission device of the invention according to claim 8, when the rotational change speed or the rotational speed change amount of the output shaft of the differential mechanism is greater than or equal to a predetermined value, the vehicle is suddenly decelerated. Is determined. If it does in this way, reverse rotation of the internal combustion engine accompanying rapid fall of the output shaft of a differential mechanism by sudden deceleration of vehicles can be controlled suitably by an internal-combustion-engine speed control means.

  According to the control device for a vehicle power transmission device of the ninth aspect of the invention, the internal combustion engine rotational speed control means is configured so that the internal combustion engine becomes the predetermined rotational speed based on the rotational speed of the internal combustion engine. Thus, feedback control is performed. If it does in this way, the rotational speed of an internal combustion engine is controlled suitably by feedback control, and the rotational speed rise and reverse rotation of an internal combustion engine can be suppressed.

  Further, according to the control device for a vehicle power transmission device of the invention according to claim 10, since the predetermined rotational speed is controlled by learning, for example, the amount of change in the rotational speed of the output shaft of the differential mechanism during a shift is determined. Accordingly, the rotation speed is sequentially set to a suitable rotation speed, and the increase in the rotation speed and the reverse rotation of the internal combustion engine can be effectively suppressed.

  According to the control device for a vehicle power transmission device of an eleventh aspect of the present invention, the predetermined rotation speed is changed according to the transmission gear ratio of the transmission unit, and is therefore set to a suitable rotation speed. An increase in the rotational speed and reverse rotation of the internal combustion engine can be effectively suppressed.

  According to the control device for a vehicle power transmission device of the twelfth aspect of the invention, since the internal combustion engine rotational speed control means is implemented during the inertia phase of the transmission unit, the rotation of the output shaft of the differential mechanism is performed. This control is performed only when the speed changes, and the increase in the rotational speed and the reverse rotation of the internal combustion engine can be effectively suppressed.

  Further, according to the control device for a vehicle power transmission device of the thirteenth aspect of the invention, since the speed change portion is stepped, the rotational speed of the output shaft of the differential mechanism is changed with the speed change. By implementing the internal combustion engine rotational speed control means, it is possible to suppress the rotational fluctuation of the internal combustion engine accompanying the change in the rotational speed of the output shaft.

  According to the control device for a vehicle power transmission device of the fourteenth aspect of the invention, since the predetermined rotation speed is zero rotation by lock control of the internal combustion engine coupled motor, the rotation speed of the internal combustion engine is zero. The rotation is controlled so that the rotation speed increase and reverse rotation of the internal combustion engine can be effectively suppressed.

  Further, according to the control device for a vehicle power transmission device of the invention of claim 15, the internal combustion engine rotation speed control means is a contribution of inertia estimated from a shift point, a vehicle speed, a shift time, and the like of the transmission unit. Since this is performed only when is large, it is not performed when the contribution of inertia is small. Thus, the internal combustion engine rotational speed control means is efficiently implemented.

  According to the control device for a vehicle power transmission device of the sixteenth aspect of the present invention, the internal combustion engine rotational speed control means includes a shift point of the transmission unit, a vehicle speed, a transmission time, and an input shaft of the transmission unit. Since the control amount of the internal combustion engine coupled electric motor is determined from the amount of change in rotational speed, the rotational fluctuation of the internal combustion engine can be effectively suppressed.

  According to the control device for a vehicle power transmission device of the invention according to claim 17, the internal combustion engine rotational speed control means starts from rotational speed control by the internal combustion engine coupled motor when the internal combustion engine coupled motor fails. This is implemented by switching to the rotational speed control by the differential motor. In this way, even if the internal combustion engine coupled motor fails, control by the differential motor is possible, and the rotational fluctuation of the internal combustion engine can be suppressed.

  Further, according to the control device for a vehicle power transmission device of the invention according to claim 18, the internal combustion engine rotational speed control means is configured to control the difference from rotational speed control by the internal combustion engine coupled motor according to a state of the power storage device. This is implemented by switching to rotational speed control by a motor. In this way, for example, even when the charging capacity of the power storage device is small, by switching to the differential motor, the rotational speed control of the internal combustion engine by the regeneration control of the differential motor becomes possible, and the rotational fluctuation of the internal combustion engine becomes possible. Can be suppressed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 constituting a part of a drive device for a hybrid vehicle to which the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, The differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 (input shaft of the differential mechanism) or indirectly through a pulsation absorbing damper (vibration damping device) (not shown), and the differential unit 11 and an automatic transmission unit 20 (transmission unit) connected in series via a transmission member (transmission shaft) 18 in a power transmission path between the drive wheel 34 and the drive wheel 34 (see FIG. 7), An output shaft 22 as a connected output rotating member is provided in series. The speed change mechanism 10 is preferably used in, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine, and a pair of driving wheels 34 are provided, and the output from the engine 8 is part of the power transmission path. Is transmitted to the pair of drive wheels 34 through the differential gear device (final reduction gear) 32 (see FIG. 7) and the pair of axles. The engine 8 of this embodiment corresponds to the internal combustion engine of the present invention, the speed change mechanism 10 corresponds to the vehicle power transmission device, and the differential portion 11 corresponds to the electric differential portion. .

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

  The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism, and a second electric motor M2 that is operatively connected to rotate integrally with the transmission member 18. Further, the third electric motor M3 is connected so as to rotate integrally with the input shaft 14, that is, the engine 8. The first electric motor M1, the second electric motor M2, and the third electric motor M3 of this embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has a generator (power generation) function for generating a reaction force. At least, the second electric motor M2 and the third electric motor M3 have at least a motor (electric motor) function for outputting a driving force as a driving force source for traveling. In addition, the 1st electric motor M1 of a present Example respond | corresponds to the differential electric motor of this invention, and the 3rd electric motor M3 respond | corresponds to the internal combustion engine connection electric motor of this invention.

  The power distribution mechanism 16 functioning as a differential mechanism is mainly configured by a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1 of, for example, about “0.418”. The first planetary gear unit 24 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8 and the third electric motor M3, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. It is connected. In the power distribution mechanism 16 configured as described above, the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, can be rotated relative to each other, so that a differential action is achieved. Therefore, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and a part of the distributed output of the engine 8 is used. Since the electric energy generated from the first electric motor M1 is stored or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device, for example, a difference. The moving portion 11 is in a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission. In this way, by controlling the operating states of the first electric motor M1, the second electric motor M2, the third electric motor M3, and the engine 8 that are connected to the power distribution mechanism 16 (differential unit 11) so as to be able to transmit power, The power distribution mechanism 16 is operated as a continuously variable transmission mechanism in which the differential state between the rotational speed of the input shaft 14 and the rotational speed of the output shaft (transmission member 18) is controlled.

  The automatic transmission unit 20 that functions as a transmission unit is a stepped automatic transmission that forms part of a power transmission path between the differential unit 11 and the drive wheels 34. The automatic transmission unit 20 includes a single pinion type second planetary gear unit 26, a single pinion type third planetary gear unit 28, and a single pinion type fourth planetary gear unit 30, and serves as a stepped automatic transmission. It is a functioning planetary gear type multi-stage transmission. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 includes a third sun gear S3 via a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier gear CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example. The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2, and the case 12 via the first brake B1. The second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, The two ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.

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

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

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

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

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

For example, first gear or transmission member rotational speed N ₁₈ is continuously variable varying for each gear of the fourth gear and the reverse gear position of the automatic transmission portion 20 indicated in the table of FIG. 2 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

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

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

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

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 are the first corresponding to the second rotation element (second element) RE2 from the left side. The relative rotation speed of the first ring gear R1 corresponding to the sun gear S1, the first rotation element (first element) RE1 corresponding to the first carrier CA1, and the third rotation element (third element) RE3 is shown. The interval is determined according to the gear ratio ρ1 of the first planetary gear device 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, and the seventh rotating element ( Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment is configured such that the first rotating element RE1 (the first rotating element RE1) of the first planetary gear device 24 in the power distribution mechanism 16 (the differential unit 11). The carrier CA1) is connected to the input shaft 14, that is, the engine 8 and the third electric motor M3, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (first ring gear R1) RE3 is connected to the transmission member 18 and the first electric motor M3. 2 connected to the electric motor M2, and configured to transmit (input) the rotation of the input shaft 14 to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

  For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and are indicated by the intersections of the straight line L0 and the vertical line Y3. When the rotational speed of the one ring gear R1 is constrained by the vehicle speed V, the rotational speed of the first carrier CA1 indicated by the intersection of the straight line L0 and the vertical line Y2 is controlled by controlling the engine rotational speed NE. When it is raised or lowered, the rotational speed of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotational speed of the first electric motor M1 is raised or lowered.

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

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

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

  FIG. 4 illustrates a signal input to the electronic control device 80 for controlling the speed change mechanism 10 of the present embodiment and a signal output from the electronic control device 80. The electronic control unit 80 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first, second, and third electric motors M1, M2, and M3 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 80 receives a signal indicating the engine water temperature TEMP _W , the shift position SP of the shift lever 52 (see FIG. 6), the number of operations at the “M” position, etc. from each sensor and switch as shown in FIG. A signal representing the engine rotational speed NE, which is the rotational speed of the engine 8, a signal representing the gear ratio train set value, a signal for instructing the M mode (manual transmission travel mode), a signal representing the operation of the air conditioner, and the output shaft 22 A signal representing a vehicle speed V corresponding to a rotational speed (hereinafter referred to as an output shaft rotational speed) N _OUT , a signal representing a hydraulic oil temperature T _OIL of the automatic transmission unit 20, a signal representing a side brake operation, a signal representing a foot brake operation, A signal representing the catalyst temperature, a signal representing the accelerator opening Acc, which is the amount of operation of the accelerator pedal corresponding to the driver's required output, a signal representing the cam angle, Signal representative of the mode setting signal indicating a longitudinal acceleration G of the vehicle, a signal indicative of the auto-cruise traveling, a signal representative of the weight of the vehicle (vehicle weight), signals representing the wheel speed of each wheel, rotational speed N of the first electric motor M1 A signal representing _M1 (hereinafter referred to as first motor rotation speed N _M1 ), a rotation speed N _M2 (hereinafter referred to as second motor rotation speed N _M2 ) of the second motor _M2 , and a rotation speed N _M3 (hereinafter referred to as second motor rotation speed N _M2 ). Hereinafter, a signal representing the third motor rotation speed _NM3 , a signal representing the charge capacity (charged state) SOC of the power storage device 56 (see FIG. 7), and the like are respectively supplied.

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

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

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

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

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

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

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

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

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

FIG. 7 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 7, the stepped shift control means 82 includes an upshift line (solid line) and a downshift line (one point) stored in advance with the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as shown in FIG. Whether or not the shift of the automatic transmission unit 20 should be executed based on the vehicle state indicated by the actual vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (chain diagram, shift map) having a chain line) That is, that is, the shift stage to be shifted by the automatic transmission unit 20 is determined, and the automatic shift control of the automatic transmission unit 20 is executed so that the determined shift stage is obtained.

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

  The hybrid control means 84 operates the engine 8 in an efficient operating range, while changing the driving force distribution between the engine 8 and the second electric motor M2 and the reaction force generated by the first electric motor M1 to be optimized. Thus, the gear ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled. For example, at the traveling vehicle speed V at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the total required from the target output and the required charging value of the vehicle. Calculate the target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second motor M2, etc. so as to obtain the total target output, and obtain the target engine output. The engine 8 is controlled so as to be the speed NE and the engine torque TE, and the power generation amount of the first electric motor M1 is controlled.

  For example, the hybrid control means 84 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such hybrid control, in order to match the engine rotational speed NE determined for operating the engine 8 in an efficient operating range with the vehicle speed V and the rotational speed of the transmission member 18 determined by the shift speed of the automatic transmission unit 20. The differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 84 is configured to achieve both drivability and fuel efficiency during continuously variable speed travel within the two-dimensional coordinates formed by the engine rotational speed NE and the output torque (engine torque) TE of the engine 8. For example, a target output (total target output) is set so that the engine 8 is operated along an optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 as shown by a broken line in FIG. The target value of the total gear ratio γT of the speed change mechanism 10 is determined so that the engine torque TE and the engine speed NE for generating the engine output necessary for satisfying the required driving force) are satisfied. As a result, the gear ratio γ0 of the differential unit 11 is controlled in consideration of the gear position of the automatic transmission unit 20, and the total gear ratio γT is controlled within the changeable range of the gearshift. That.

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

Further, the hybrid control means 84 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. The engine speed NE can be maintained substantially constant, or the rotation can be controlled to an arbitrary speed. In other words, the hybrid control means 84 maintains the engine rotational speed NE substantially constant or controls it to an arbitrary rotational speed while changing the first electric motor rotational speed _NM1 and / or the second electric motor rotational speed _NM2 to an arbitrary rotational speed. The rotation can be controlled.

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

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

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

Further, the hybrid control means 84 can drive the motor by the electric CVT function (differential action) of the differential portion 11 regardless of whether the engine 8 is stopped or in an idle state. For example, the hybrid control means 84 generally uses a relatively low output torque T _OUT region, that is, a low engine torque TE region, or a relatively low vehicle speed region of the vehicle speed V, in which engine efficiency is generally poor compared to a high torque region. The motor travels in the low load range.

The solid line A in FIG. 8 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 travel and motor travel shown in FIG. 8 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 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 84 determines whether the motor traveling region or the engine traveling 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 traveling by the hybrid control means 84 is, as is apparent from FIG. 8, 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.

In addition, the hybrid control means 84 uses the electric CVT function of the differential unit 11 regardless of whether the vehicle is stopped or traveling, so that the rotational speed N _M1 of the first electric motor _M1 and / or the rotational speed N _M2 of the second electric motor _{M2 is used.} Is controlled to maintain the engine speed NE at an arbitrary speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed NE, while maintaining the rotational speed N _M2 of the second electric motor M2, bound with the vehicle speed V substantially constant The rotation speed NM1 of the first electric motor _M1 is increased. Further, the engine speed NE can be directly maintained at an arbitrary speed by the third electric motor M3.

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

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

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

  By the way, in the speed change mechanism 11 having the differential unit 11 as in the present embodiment, as described above, in the state where the engine 8 is stopped (during non-autonomous operation of the engine), the motor traveling by the second electric motor M2 is performed. Is done. At this time, in order to suppress dragging (rotational fluctuation) of the engine 8, the first electric motor M <b> 1 is idled and the engine rotational speed NE is maintained from zero to zero by the differential action of the differential unit 11. That is, the engine 8 is maintained at zero or substantially zero rotation by the static frictional resistance of the engine 8 itself. However, for example, when the automatic transmission unit 20 is upshifted in a short time, the output shaft of the power distribution mechanism 16 connected to the input shaft is rapidly reduced as the rotational speed of the input shaft of the automatic transmission unit 20 is rapidly reduced. The rotational speed of is drastically reduced. If the inertia of the first electric motor M1 is relatively large with respect to this sudden change in the rotational speed, the rotational speed change (inertia change) of the first motor M1 in the idling state is not promptly performed. There is a possibility that the engine 8 enters the negative rotation region due to the differential action of the moving part 11. As described above, when the engine 8 enters the negative rotation region, drivability during traveling may be affected. Similarly, even when the output shaft of the power distribution mechanism 16 is rapidly pulled up, the differential action of the differential unit 11 may increase the rotational speed of the engine 8 and affect drivability. there were.

  Therefore, in the present embodiment, during the non-autonomous operation of the engine 8 (when the engine 8 is fuel-cut), control for maintaining the engine 8 at zero to substantially zero rotation is performed, thereby suppressing rotational fluctuations of the engine 8. . Hereinafter, the above-described control, which is a main part of the present invention, will be described. Since the output shaft of the power distribution mechanism 16 and the input shaft of the automatic transmission unit 20 are connected via the transmission member 18, the output shaft 18 of the power distribution mechanism 16 and the input shaft 18 of the automatic transmission unit 20, respectively. And the same subscript as that of the transmission member 18. The output shaft 18 of the power distribution mechanism 16 of this embodiment corresponds to the output shaft of the differential mechanism of the present invention, and the input shaft 18 of the automatic transmission unit 20 corresponds to the input shaft of the transmission unit.

  Returning to FIG. 7, the shift determination means 86 determines whether or not the automatic transmission unit 20 is shifting. The shift determination unit 86 determines whether or not the automatic transmission unit 20 is shifting based on a shift command of the automatic transmission unit 20 output from the stepped shift control unit 82, for example.

The vehicle speed determination unit 88 is implemented when the shift determination unit 86 determines that the automatic transmission unit 20 is shifting. The vehicle speed determination means 88 calculates a vehicle speed V based on a signal output from an output shaft rotational speed sensor 79 that detects the rotational speed of the output shaft 22 of the automatic transmission unit 20, and the vehicle speed V is set to a predetermined value that is set in advance. It is determined whether or not V1 or higher. Here, the predetermined value V1 is, for example, the amount of change in the rotational speed of the input shaft 18 when the automatic transmission 20 is shifted, that is, the amount of change ΔN in the rotational speed of the output shaft 18 of the power distribution mechanism 16 is the predetermined value ΔN1. Is set to the value The rotation speed change amount ΔN can be calculated in advance, and is calculated according to the current output shaft rotation speed N _OUT , the gear ratio before the shift, and the gear ratio after the shift (the rotation speed change amount ΔN). = Current output shaft rotation speed N _OUT × (speed ratio after shifting−speed ratio before shifting)).

  Here, when the rotational speed change amount ΔN of the output shaft 18 of the power distribution mechanism 16 due to the shift of the automatic transmission unit 20 is small, the engine 8 can be stopped by its own static frictional resistance. On the other hand, when the rotational speed change amount ΔN increases, there is a possibility that the engine 8 is rotated due to the influence of the inertia of the first electric motor M1. Therefore, the predetermined value ΔN1 is set to a value that prevents the engine 8 from rotating due to the static frictional resistance of the engine 8 itself. That is, the predetermined value V1 of the vehicle speed V is set to a speed at which the rotational speed change amount ΔN becomes the predetermined value ΔN1.

  Here, the predetermined value V1 of the vehicle speed V may be changed according to the gear ratio (speed stage) of the automatic transmission unit 20 to be shifted. That is, the rotational speed change amount ΔN changes according to the transmission gear ratio of the automatic transmission unit 20 even at the same vehicle speed V. Therefore, the predetermined value V1 is also changed according to the transmission gear ratio. preferable.

  Furthermore, the predetermined value V1 of the vehicle speed V may be changed according to the shift time during the shift. When the speed change time is short, the rotational speed of the output shaft 18 of the power distribution mechanism 16 changes abruptly, so that the engine 8 can be easily rotated. Therefore, the predetermined value V1 of the vehicle speed V is set to be small so that the rotational speed change amount ΔN during the shift becomes smaller as the shift time becomes shorter.

  Further, the predetermined value V1 of the vehicle speed V may be changed according to the oil temperature of the hydraulic oil of the engine 8. When the oil temperature of the hydraulic oil decreases, the viscosity of the hydraulic oil increases, and the engine 8 is difficult to rotate due to the friction. Thus, for example, the predetermined value V1 is set higher as the hydraulic oil temperature decreases.

  When the vehicle speed determination means 88 is affirmed, that is, when the vehicle speed V is determined to be equal to or higher than the predetermined value V1, an internal combustion engine rotation speed control means 92 described later is executed. On the other hand, if the vehicle speed determination means 88 is denied, it is determined that the rotation of the engine 8 is suppressed by its own static friction resistance without this control.

  Here, the internal-combustion-engine rotational speed control means 92 described later can determine the execution of the control according to the driving state of the vehicle in addition to the determination based on the vehicle speed V. For example, the inertia change of the automatic transmission unit 20 estimated from the shift point at which the automatic transmission unit 20 is shifted (upshift line and downshift line in the shift line of FIG. 8), the shift time required for the shift, and the like. Whether or not to implement the internal combustion engine rotation speed control means 92 may be determined based on whether or not the contribution is large. When the inertia change of the automatic transmission unit 20 increases, the change in the rotation speed of the output shaft 18 of the power distribution mechanism 16 also increases, so the contribution of the inertia increases and the possibility that the engine rotation speed NE can be increased increases. . Therefore, the implementation of the internal combustion engine speed control means 92 can be determined according to the inertia contribution. For example, as the shift time becomes shorter, the gradient of inertia change increases and the contribution of inertia increases. Thus, for example, when the shift time becomes shorter, the internal combustion engine rotation speed control means 92 is executed. Similarly, at a shift point, for example, at a shift point in a high vehicle speed or high torque region, the inertia change is likely to increase along with the shift. Therefore, the internal combustion engine rotation speed control means 92 is executed in such a region. Further, based on the state (battery influence level) of the charge capacity SOC of the power storage device 56, it may be determined whether or not to implement the internal combustion engine rotation speed control means 92. For example, when the charge capacity SOC falls below a preset controllable lower limit value, this control is not performed.

  The second motor rotation change amount determining means 90 is implemented when the shift determining means 86 determines that the automatic transmission 20 is not shifted. The second motor rotation change amount determination means 90 determines whether or not the rotation speed change amount of the second motor M2 in a predetermined time, that is, the rotation speed change amount ΔN of the output shaft 18 of the power distribution mechanism 16 is equal to or less than a predetermined value ΔN2. Determine whether. Here, the predetermined value ΔN2 is obtained experimentally and theoretically in advance. For example, even if the output shaft 18 of the power distribution mechanism 16 is rotationally changed by the predetermined value ΔN2 within a predetermined time, the engine 8 has its own static friction resistance. Is set to the upper limit of the range not rotated. The second motor rotation change amount determination means 90 not only makes a determination based on the rotation speed change amount ΔN, but also makes a determination based on the rotation change speed of the output shaft 18 of the power distribution mechanism 16, that is, the gradient of the rotation speed change amount ΔN. It may be a means.

  Here, as an example in which the rotational speed change amount ΔN of the output shaft 18 of the power distribution mechanism 16 is increased to be equal to or greater than the predetermined value ΔN2, for example, the drive wheel 34 may slip. If the drive wheel 34 slips while the vehicle is traveling on, for example, a low μ road (low friction road), the rotational speed of the drive wheel 34 rapidly increases. Along with this, the output shaft 18 of the power distribution mechanism 16 also rises rapidly, and the rotational speed of the engine 8 may be increased by the differential action of the differential portion 11. As another example, for example, the drive wheel 34 may be locked. If the drive wheel 34 is suddenly locked for some reason, the rotational speed of the drive wheel 34 is rapidly reduced. Along with this, the output shaft 18 of the power distribution mechanism 16 is also suddenly lowered, and there is a possibility that the engine 8 is reversely rotated by the differential action of the differential portion 11. Furthermore, as another example, there is a case where the vehicle is suddenly decelerated by sudden braking or the like. When the vehicle is decelerated rapidly, the rotational speed of the drive wheels 34 is rapidly reduced. Along with this, the output shaft 18 of the power distribution mechanism 16 is also suddenly lowered, and there is a possibility that the engine 8 is reversely rotated by the differential action of the differential portion 11. In such a case, it is determined that the rotational speed change amount ΔN exceeds the predetermined value ΔN2 in a short time. The predetermined value ΔN2 may be changed according to each traveling condition as described above.

  As described above, when the rotational speed change amount ΔN of the output shaft 18 of the power distribution mechanism 16 is equal to or greater than the predetermined value ΔN2, or when the automatic transmission 20 is being shifted and the vehicle speed V is equal to or greater than the predetermined value V1, An internal combustion engine speed control means 92 is implemented. When the internal combustion engine rotational speed control means 92 performs the control, the third electric motor operating state determination means 94 and the electric motor switching means 96 are executed so that the electric motor used according to the running state of the vehicle is changed to the first electric motor M1. And it switches to either of the 3rd electric motor M3.

  The third electric motor operating state determination means 94 determines whether or not the third electric motor M3 has failed based on, for example, an output signal of the third electric motor M3. Moreover, the motor switching control means 96 switches the motor used for this control according to the running state of the vehicle. Specifically, for example, when it is determined by the third motor operating state determination means 94 that the third motor M3 has failed, this control is switched from the control by the third motor M3 to the control by the first motor M1. That is, the internal combustion engine rotation speed control means 92 is implemented by the first electric motor M1. On the other hand, when it is determined that the third electric motor M3 is normal, this control is switched to the control by the third electric motor M3.

  Furthermore, the motor switching control means 96 can also switch the motor used according to the charge capacity SOC of the power storage device 56. Specifically, for example, when the state of charge SOC decreases, it becomes difficult to drive the third electric motor M3 that accompanies discharge. Therefore, the motor switching unit 96 switches the control by the internal combustion engine rotational speed control unit 92 from the rotational speed control by the third motor to the rotational speed control by the first motor M1. In this way, normally, the rotational speed control by driving the third electric motor M3, that is, the control with discharge is switched to the rotational speed control with regeneration of the first electric motor M1, and the charge capacity SOC of the power storage device 56 is reduced. Is prevented.

  When the motor is switched to a suitable motor used by the motor switching means 96, the internal combustion engine rotation speed control means 92 is implemented. The internal combustion engine rotational speed control means 92 prevents the engine 8 from increasing in speed and reversely rotating by suitably controlling the engine rotational speed NE by the first electric motor M1 or the third electric motor M3. Hereinafter, the control method of the internal combustion engine rotational speed control means 92 corresponding to each state of the vehicle will be described.

  First, the case where the vehicle speed V becomes equal to or higher than the predetermined value V1 during the shift of the automatic transmission unit 20 will be described. When the traveling state of the vehicle becomes the above state, the internal combustion engine rotational speed control means 92 controls the engine rotational speed NE to a predetermined rotational speed NE1. That is, the engine rotational speed NE is controlled to a predetermined rotational speed NE1 by controlling the drive current (control amount) supplied to the third electric motor M3 (or the first electric motor M1). Here, the predetermined rotation speed NE1 is set in advance based on experiments or calculations, and the rotation speed is such that reverse rotation of the engine 8 is prevented during running and the drivability does not deteriorate (for example, about 0 to 20 rpm). ). The predetermined rotational speed NE1 is preferably changed according to the transmission gear ratio of the automatic transmission unit 20. Specifically, when the automatic transmission unit 20 is shifted, the amount of change in the rotational speed of the input shaft 18 of the automatic transmission unit 20, that is, the output shaft 18 of the power distribution mechanism 16, is changed according to the gear ratio of the automatic transmission unit 20. ΔN changes. Therefore, for example, when the automatic transmission unit 20 is upshifted, a predetermined rotation speed NE1 is set to be large, for example, at a shift where the rotation speed change amount ΔN is large. As a result, the output shaft 18 of the power distribution mechanism 16 is drastically reduced in rotation, whereas the predetermined rotation speed NE1 is set to be large, so that a decrease in the engine rotation speed during shifting is suppressed, and the engine 8 Reverse rotation is suppressed. For example, when the automatic transmission unit 20 is downshifted, the predetermined rotational speed NE1 is set to be small in a shift where the rotational speed change amount ΔN is large. As a result, the output shaft 18 of the power distribution mechanism 16 is greatly rotated and raised, while the predetermined rotational speed NE1 is set to be small, so that an increase in engine rotational speed during shifting is suppressed.

  The predetermined rotational speed NE1 is not limited to the gear ratio of the automatic transmission unit 20, the shift point of the automatic transmission unit 20 (the positions of the upshift line and the downshift line in the shift diagram shown in FIG. 8), and the shift required for the shift. It may be changed according to the traveling state of the vehicle, such as the battery influence degree based on the time, the rotational speed change amount ΔN, and the charge capacity SOC of the power storage device 56. For example, in the shift time, as the shift time becomes shorter, the predetermined rotational speed NE1 greatly changes in a direction that cancels the change direction with respect to the change direction of the output shaft 18 of the power distribution mechanism 16. Specifically, when the automatic transmission unit 20 is upshifted, the predetermined rotational speed NE1 is set to be larger as the shift time becomes shorter. Accordingly, the reverse rotation of the engine 8 is effectively suppressed by increasing the predetermined rotation speed NE1 with respect to a sudden decrease in the rotation speed (inertia change) of the output shaft 18 of the power distribution mechanism 16. When the automatic transmission unit 20 is downshifted, the predetermined rotational speed NE1 is set to be smaller as the shift time becomes shorter. As a result, the predetermined rotational speed NE1 is set to be small with respect to the rapid rotational speed increase (inertia change) of the output shaft 18 of the power distribution mechanism 16, so that the rotational speed increase of the engine 8 is effectively suppressed. The

  Further, the internal combustion engine rotational speed control means 92 is implemented during the shift of the automatic transmission unit 20, specifically, during the inertia phase in which the rotational speed change of the automatic transmission unit 20 occurs. In other words, the control is performed only in a state where the output shaft 18 of the power distribution mechanism 16 changes, that is, the rotational speed fluctuation of the engine 8 is likely to occur. The internal combustion engine rotational speed control means 92 sequentially detects the rotational speed NE of the engine 8, and based on the rotational speed difference between the rotational speed NE and a predetermined rotational speed NE1, feedback of the drive current supplied to the electric motor. Implement control. Note that the feedback control may be one that is controlled to be equal to or lower than the predetermined rotational speed NE1 in addition to the predetermined rotational speed NE1 that is a constant value. Further, for example, the predetermined rotational speed NE1 stores, for example, the maximum value and the minimum value of the rotational speed NE of the engine 8 at the previous shift, and a new value for the next shift based on the maximum value and the minimum value. It is also possible to carry out learning control for calculating a predetermined rotational speed NE1.

  Next, a description will be given of a case where the rotational speed change amount ΔN of the output shaft 18 of the power distribution mechanism 16 becomes equal to or greater than a predetermined value ΔN2 in a state where the automatic transmission unit 20 is not shifted. As described above, for example, when the driving wheel 34 is locked, when the driving wheel 34 slips, or when the vehicle is suddenly decelerated, the rotational speed change amount ΔN becomes equal to or greater than the predetermined value ΔN2, and the internal combustion engine rotational speed control means. 92 is implemented.

  The internal combustion engine rotational speed control means 92 controls the engine rotational speed NE to a predetermined rotational speed NE2 when the rotational speed change amount ΔN becomes equal to or greater than a predetermined value ΔN2. That is, the engine rotational speed NE is controlled to a predetermined rotational speed NE2 by controlling the drive current (control amount) supplied to the third electric motor M3 (or the first electric motor M1). Here, like the predetermined rotational speed NE1, the predetermined rotational speed NE2 is set in advance based on experiments or calculations, etc., so that the reverse rotation of the engine 8 during traveling is prevented and the drivability is not deteriorated. The rotation speed (for example, about 0 to 20 rpm) is set. The predetermined rotational speed NE2 may be changed according to, for example, the vehicle speed V in addition to a constant value. For example, when the driving speed 34 is locked or suddenly decelerated when the vehicle speed V is high, the rotational speed of the input shaft 18 of the automatic transmission unit 20 and the output shaft 18 of the power distribution mechanism 16 connected to the input shaft 18 suddenly increases. The rotational speed change amount ΔN is increased by being lowered. Thus, in such a case, the reverse rotation of the engine 8 is suitably suppressed by increasing the predetermined rotational speed NE2.

  Similarly to the shift of the automatic transmission unit 20, the internal combustion engine rotational speed control means 92 sequentially detects the rotational speed NE of the engine 8, and based on the rotational speed difference between the rotational speed NE and a predetermined rotational speed NE2. Thus, feedback control of the drive current supplied to the electric motor is performed. Note that the feedback control may be one that is controlled to be equal to or lower than the predetermined rotational speed NE2 in addition to the predetermined rotational speed NE2 that is a constant value. Further, the predetermined rotational speed NE2 is detected when the rotational speed change amount ΔN becomes equal to or higher than the predetermined rotational speed NE2, for example, when the driving wheel 34 is locked or when the driving wheel 34 is suddenly decelerated. The maximum value and minimum value of the rotational speed NE are stored, and a new predetermined rotational speed NE2 when the next rotational speed change amount ΔN becomes equal to or greater than the predetermined rotational speed ΔN2 based on the maximum value and minimum value. It is also possible to implement learning control for calculating.

Here, regardless of whether the automatic transmission unit 20 is shifted or not, the internal combustion engine rotational speed control means 92 performs the above control when the third electric motor M3 is normal or the charge capacity SOC of the power storage device 56 is within the controllable range. Implemented by the third electric motor M3. Since the third electric motor M3 is directly connected to the engine 8, the engine rotational speed can be controlled more accurately and quickly than the engine rotational speed control by the first electric motor M1. Thus, in this control, the control by the third electric motor M3 is usually a suitable control. However, when the third electric motor M3 fails or the charge capacity SOC of the power storage device 56 falls below the controllable lower limit range, the motor switching means 96 controls the internal combustion engine rotation speed control means 92 by the first electric motor M1. Is switched to the rotation speed control. Then, the engine rotational speed NE is controlled by controlling the rotational speed of the first electric motor M1 connected to the sun gear S1 of the first planetary gear device 24 corresponding to a predetermined rotational element of the differential mechanism of the present invention. . For example, when the engine speed NE is increased, the first motor M1 rotation speed _NM1 is increased while the second motor rotation speed _NM2 restricted by the vehicle speed V (drive wheel 34) is maintained substantially constant. On the other hand, when the engine rotation speed NE is decreased, the first motor rotation speed N _M1 is decreased while the second motor rotation speed N _M2 restrained by the vehicle speed V is maintained substantially constant. Thus, the internal combustion engine rotational speed control means 92 controls the first electric motor M1 to perform rotational speed control so that the engine rotational speed NE becomes a predetermined rotational speed (NE1, NE2).

Here, when the automatic transmission unit 20 is upshifted or the drive wheel 34 is locked, the rotational speed of the output shaft 18 of the power distribution mechanism 16 is rapidly reduced. At this time, the internal combustion engine rotational speed control is performed. means 92, by applying braking torque (regenerative torque) to the first electric motor M1, controls the rotational speed N _M1 of the first electric motor M1. That is, during the engine non-self-sustaining operation, the first electric motor M1 is reversely rotated, but when the rotational speed change amount ΔN of the output shaft 18 of the power distribution mechanism 16 becomes equal to or greater than a predetermined value (ΔN1, ΔN2), By applying a braking torque to the electric motor M1, the rotation is quickly raised in the zero rotation direction (rotation stop direction), and the reverse rotation of the engine 8 is prevented. Further, as the regenerative torque is applied, power is generated by the first electric motor M <b> 1 and the electric power is supplied to the power storage device 56. As a result, when the charge capacity SOC of the power storage device 56 falls below the controllable lower limit value, the electric motor switching means 96 switches the electric motor to be used from the third electric motor M3 to the first electric motor M1. The internal combustion engine rotational speed control means 92 implements the engine rotational speed NE by the first electric motor M1, so that the first speed during the upshift of the automatic transmission unit 20 or the deceleration of the output shaft 18 of the power distribution mechanism 16 is the first. Electric power can be generated by the electric motor M1, and a decrease in the charge capacity SOC of the power storage device 56 is suppressed.

FIG. 10 shows the main part of the control operation of the electronic control unit 80, that is, during engine non-autonomous operation, and suppresses the rotational fluctuation of the engine 8 when the rotational speed of the output shaft 18 of the power distribution mechanism 16 is rapidly changed. It is a time chart explaining a control action. In addition, this time chart shows the state of the control at the time of the upshift of the automatic transmission unit 20 during the engine non-autonomous operation as an example, and is assumed to be performed by the third electric motor M3. When the shift determination unit 86 determines that the automatic transmission unit 20 is upshifted at time t1, the stepped shift control unit 82 starts upshifting of the automatic transmission unit 20 at time t2. As a result, the release pressure of the automatic transmission unit 20 is reduced, and the release side frictional engagement element starts to be released. Then, when the inertia phase of the automatic transmission unit 20 is started at time t3, the rotation speed of the input shaft 18 of the automatic transmission unit 20 starts to decrease, and accordingly, the first motor rotation speed N _M1 of the first motor _M1 is increased. The rotation speed will start to increase. At the same time, the engine rotational speed control means 92, by imparting a positive rotation direction of the torque to the third motor M3, the feedback control of the rotational speed N _M3 of the third motor M3 is started, the rotational speed N _M3 Is controlled to approximately zero to several rotations. Along with this, the engine speed NE is controlled to approximately zero rotation, and the reverse rotation of the engine 8 is suppressed. When the inertia phase of the automatic transmission unit 20 ends at time t4, the internal combustion engine rotation speed control means 92 immediately ends the rotation speed control of the engine 8 by the third electric motor M3.

  FIG. 11 is a control that suppresses rotational fluctuations of the engine 8 when the rotational speed of the output shaft 18 of the power distribution mechanism 16 is abruptly changed in the main part of the control operation of the electronic control unit 80, that is, during engine non-autonomous operation. It is a flowchart for explaining the operation, and is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds.

  First, in step SA1 (hereinafter, step is omitted) corresponding to the shift determination means 86, it is determined whether or not the automatic transmission unit 20 is shifting. If SA1 is affirmed, it is determined in SA2 corresponding to the vehicle speed determination means 88 whether or not the vehicle speed V of the vehicle is equal to or higher than a predetermined value V1. If SA2 is negative, it is determined that the engine 8 can stop rotating due to its own static frictional resistance, and this routine is terminated.

Returning to SA1, if SA1 is denied, in SA5 corresponding to the second motor rotation change amount determining means 90, the rotation change amount of the second motor M2, that is, the rotation change amount ΔN of the output shaft 18 of the power distribution mechanism 16 is predetermined. It is determined whether or not the value is ΔN2 or less. When SA5 is affirmed, it is determined that the engine 8 can be stopped by its own static frictional resistance, and this routine is terminated. On the other hand, if SA2 is affirmed or SA5 is denied, it is determined in SA3 corresponding to the third electric motor operating state determination means 94 whether the third electric motor M3 operates normally. When SA3 is positive, in SA4 corresponding to the internal combustion engine rotational speed control means 92, the vehicle speed V, the shift point of the automatic transmission unit 20, the rotational speed change amount ΔN, the shift time, the transmission ratio, or the charge capacity of the power storage device 56 The rotational speed of the third electric motor M3 is determined based on the battery influence level corresponding to the SOC, and feedback control is performed so that the engine 8 becomes the rotational speed. On the other hand, if SA3 is negative, engine rotational speed control by the first electric motor M1 is performed in SA6 corresponding to the internal combustion engine rotational speed control means 92. Also in the first electric motor M1, the rotational speed of the engine 8 is determined based on the vehicle speed V, the shift point of the automatic transmission unit 20, the rotational speed change amount ΔN, the shift time, the speed ratio, the battery influence level, etc. The feedback control by the first electric motor M1 is performed so that 8 becomes the rotation speed.

  As described above, according to this embodiment, when the rotational speed of the output shaft 18 of the power distribution mechanism 16 changes during non-autonomous operation of the engine 8, the rotational speed of the engine 8 is controlled by the third electric motor M3. Since the internal combustion engine rotational speed control means 92 is provided, an increase in the rotational speed and reverse rotation of the engine 8 are preferably prevented. As a result, a decrease in durability of the engine 8 is suppressed, vibration due to a rotational fluctuation of the engine 8 can be prevented, and drivability can be improved.

  Further, according to the present embodiment, the internal combustion engine rotational speed control means 92 is such that when the rotational speed change amount ΔN (or rotational change speed) of the output shaft 18 of the power distribution mechanism 16 is equal to or greater than a predetermined value (ΔN1, ΔN2), The rotational speed of the engine 8 is controlled. In this way, the engine 8 is caused to change in rotation due to the inertia change accompanying the substantial change in the output shaft 18 of the power distribution mechanism 16. The internal combustion engine rotation speed control means 92 can suppress the rotation change. it can.

  Further, according to the present embodiment, the internal combustion engine rotational speed control means 92 controls the rotational speed NE of the engine 8 to the predetermined rotational speed NE1 during the shift of the automatic transmission unit 20. In this way, there is a possibility that the engine 8 may be rotationally changed with a change in the rotational speed of the output shaft 18 of the power distribution mechanism 16 during the shift of the automatic transmission unit 20. The rotational fluctuation can be suppressed.

  Further, according to the present embodiment, the internal combustion engine rotation speed control means 92 determines the execution of the control and the control amount in accordance with the driving state of the vehicle. In this way, the execution of the control is suitably determined according to the driving state of the vehicle, and the control amount is also preferably determined according to the driving state of the vehicle, and the rotational fluctuation of the engine 8 and the drivability are achieved. Can be suitably suppressed.

  Further, according to the present embodiment, the internal combustion engine rotational speed control means 92 changes from the rotational speed control of the engine 8 by the third electric motor M3 to the rotational speed control of the engine 8 by the first electric motor M1 according to the traveling state of the vehicle. It is implemented by switching. In this way, even if the third electric motor M3 breaks down, for example, the rotation speed of the engine 8 can be controlled by switching to the first electric motor M1, and the rotational fluctuation of the engine 8 can be suppressed.

  Further, according to the present embodiment, when the rotation speed change amount ΔN (or rotation change speed) of the output shaft 18 of the power distribution mechanism 16 is equal to or greater than the predetermined value ΔN2, it is when the drive wheels 34 slip. Further, the internal combustion engine rotational speed control means 92 can suitably suppress the rotational speed increase of the engine 8 due to the rapid rotational speed increase of the output shaft 18 of the power distribution mechanism 16 due to the slip of the drive wheels 34.

  Further, according to the present embodiment, when the rotation speed change amount ΔN (or rotation change speed) of the output shaft 18 of the power distribution mechanism 16 is equal to or larger than the predetermined value ΔN2, it is when the driving wheel 34 is locked. The reverse rotation of the engine 8 due to the sudden decrease in the rotation speed of the output shaft 18 of the power distribution mechanism 16 due to the lock of the drive wheels 34 can be suitably suppressed by the internal combustion engine rotation speed control means 92.

  Further, according to the present embodiment, when the rotation speed change amount ΔN (or rotation change speed) of the output shaft 18 of the power distribution mechanism 16 is equal to or larger than the predetermined value ΔN2, it is when the sudden deceleration of the vehicle is determined. Therefore, the reverse rotation of the engine 8 due to a rapid decrease in the rotation speed of the output shaft 18 of the power distribution mechanism 16 due to the rapid deceleration of the vehicle can be suitably suppressed by the internal combustion engine rotation speed control means 92.

  Further, according to the present embodiment, the internal combustion engine rotational speed control means 92 performs feedback control based on the rotational speed of the engine 8 so that the engine 8 becomes a predetermined rotational speed (NE1, NE). . In this way, the rotational speed NE of the engine 8 is suitably controlled by feedback control, and the rotational speed increase and reverse rotation of the engine 8 can be suppressed.

  Further, according to the present embodiment, since the predetermined rotational speeds (NE1, NE2) are learning-controlled, for example, a suitable rotation according to the rotational speed change amount ΔN of the output shaft 18 of the power distribution mechanism 16 during the shift. The speed is sequentially set, and the increase in the rotational speed and the reverse rotation of the engine 8 can be effectively suppressed.

  In addition, according to the present embodiment, the predetermined rotational speeds (NE1, NE2) are changed according to the gear ratio of the automatic transmission unit 20, and thus are set to suitable rotational speeds. Reverse rotation can be effectively suppressed.

  Further, according to the present embodiment, since the internal combustion engine rotational speed control means 92 is implemented during the inertia phase of the automatic transmission unit 20, this control is performed only when the rotational speed of the output shaft 18 of the power distribution mechanism 16 changes. As a result, the increase in the rotational speed and the reverse rotation of the engine 8 can be effectively suppressed.

  Further, according to the present embodiment, since the automatic transmission unit 20 is stepped, the rotational speed of the output shaft 18 of the power distribution mechanism 16 is changed with the speed change. By implementing this, it is possible to suppress the rotational fluctuation of the engine 8 accompanying the change in the rotational speed of the output shaft 18.

  Further, according to the present embodiment, the internal combustion engine rotational speed control means 92 is performed only when the contribution of inertia estimated from the shift point of the automatic transmission unit 20, the vehicle speed V, the shift time, etc. is large. It is not implemented when the contribution is small. As a result, the internal combustion engine rotation speed control means 92 is efficiently implemented.

  Further, according to the present embodiment, the internal combustion engine rotational speed control means 92 controls the motor from the shift point of the automatic transmission unit 20, the vehicle speed V, the shift time, and the amount of change in the rotational speed of the input shaft 18 of the automatic transmission unit 20. Since the amount is determined, the rotational fluctuation of the engine 8 can be effectively suppressed.

  Further, according to the present embodiment, the internal combustion engine rotational speed control means 92 switches from the rotational speed control by the third electric motor M3 to the rotational speed control by the first electric motor M1 when the third electric motor M3 fails. It is. In this way, even if the third electric motor M3 is out of order, the control by the first electric motor M1 becomes possible, and the rotational fluctuation of the engine 8 can be suppressed.

  Further, according to the present embodiment, the internal combustion engine rotational speed control means 92 switches from the rotational speed control by the third electric motor M3 to the rotational speed control by the first electric motor M1 according to the state of the power storage device 56. It is. In this way, for example, even when the charging capacity SOC of the power storage device 56 is small, the rotation speed of the engine 8 can be controlled by the regenerative control of the first electric motor M1 by switching to the first electric motor M1. 8 rotational fluctuations can be suppressed.

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

  For example, in the above-described embodiment, the internal combustion engine rotational speed control means 92 controls the engine rotational speed NE by driving the third electric motor M3, but by locking the third electric motor M3 to zero rotation, The engine rotation speed NE may be locked to zero rotation. Even in this case, the engine rotation speed NE is controlled to be zero rotation, and the rotation speed increase and reverse rotation of the engine 8 can be effectively suppressed.

  In the above-described embodiment, as shown in the shift diagram of FIG. 8, the shift of the automatic transmission unit 20 in the motor travel region is limited to the shift between the first speed gear stage and the second speed gear stage. However, this control is not necessarily limited to this speed change, and this control can also be applied to, for example, speed change between the second speed gear stage and the third speed gear stage by expanding the motor travel region. In addition, from this, the predetermined value V1 etc. can be suitably changed according to the gear stage to be shifted.

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

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

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

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

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

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

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

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

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and has three or more stages in the non-differential state (constant speed change state). It may function as a transmission. The planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device. Even in the case where the planetary gear device is composed of two or more such planetary gear devices, the engine 8, first, second, and third motors M1, M2, M3, and the transmission member 18 are included in each rotating element of these planetary gear devices. May be connected to each other so that power can be transmitted, and the stepped and continuously variable transmissions can be switched by the control of the clutch C and the brake B connected to the rotating elements of the planetary gear unit.

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

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

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

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. FIG. 2 is an operation chart for explaining combinations of operations of hydraulic friction engagement elements used for a speed change operation of the drive device of FIG. 1. FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the drive device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of FIG. It is a circuit diagram regarding the linear solenoid valve which controls the action | operation of each hydraulic actuator of the clutch C and the brake B among hydraulic control apparatuses. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a figure which shows an example of the shift map used in the shift control of a power transmission device, and an example of the driving force source map used in the driving force source switching control which switches engine driving | running | working and motor driving | running | working, and is a figure which shows each relationship But there is. A broken line is an optimal fuel consumption rate curve of the engine and is an example of a fuel consumption map. 6 is a time chart for explaining a control operation for suppressing fluctuations in the rotation of the engine when the rotation speed of the output shaft of the power distribution mechanism is rapidly changed when the engine is stopped, that is, when the engine is stopped. 7 is a flowchart for explaining a control operation for suppressing fluctuations in the rotation of the engine when the rotation speed of the output shaft of the power distribution mechanism is suddenly changed when the engine control is stopped, that is, when the engine is stopped.

Explanation of symbols

8: Engine (internal combustion engine)
10: Transmission mechanism (vehicle power transmission device)
11: Differential part (electrical differential part)
14: Input shaft (differential mechanism input shaft)
16: Power distribution mechanism (differential mechanism)
18: Transmission member (output shaft of differential mechanism, input shaft of transmission)
20: Automatic transmission unit (transmission unit)
34: Drive wheel 92: Internal combustion engine rotational speed control means M1: First electric motor (differential electric motor)
M3: third motor (internal combustion engine coupled motor)

Claims (18)

An electric difference in which the differential state between the rotational speed of the input shaft connected to the internal combustion engine and the rotational speed of the output shaft is controlled by controlling the operating state of the electric motor connected to the rotating element of the differential mechanism. A control unit for a vehicle power transmission device including a moving part and transmitting an output of the internal combustion engine to drive wheels,
A differential motor coupled to a predetermined rotating element of the differential mechanism so that power can be transmitted; and an internal combustion engine coupled motor coupled to the internal combustion engine so as to transmit power.
An internal combustion engine rotational speed control means for controlling the rotational speed of the internal combustion engine by the internal combustion engine coupled motor when the rotational speed of the output shaft of the differential mechanism changes during non-autonomous operation of the internal combustion engine; A control device for a vehicle power transmission device.   The internal combustion engine rotational speed control means controls the rotational speed of the internal combustion engine when the rotational change speed or the rotational speed change amount of the output shaft of the differential mechanism is a predetermined value or more. Control device for vehicle power transmission device. The output shaft of the differential mechanism is connected to the input shaft of the transmission unit,
2. The control device for a vehicle power transmission device according to claim 1, wherein the internal combustion engine rotational speed control means controls the rotational speed of the internal combustion engine to a predetermined rotational speed during a shift of the transmission unit. The output shaft of the differential mechanism is connected to the input shaft of the transmission unit,
2. The control device for a vehicle power transmission device according to claim 1, wherein the internal combustion engine rotational speed control means determines the control and the control amount in accordance with a driving state of the vehicle.   The internal combustion engine rotational speed control means switches from the rotational speed control of the internal combustion engine by the internal combustion engine coupled motor to the rotational speed control of the internal combustion engine by the differential motor according to the running state of the vehicle. The control device for a vehicle power transmission device according to any one of claims 1 to 4.   The control of the vehicle power transmission device according to claim 2, wherein the rotation change speed or the rotation speed change amount of the output shaft of the differential mechanism is equal to or greater than a predetermined value is when the drive wheel slips. apparatus.   The control of the vehicle power transmission device according to claim 2, wherein the rotation change speed or the rotation speed change amount of the output shaft of the differential mechanism is equal to or greater than a predetermined value is when the drive wheel is locked. apparatus.   3. The vehicle power transmission device according to claim 2, wherein the time when the rotational change speed or the rotational speed change amount of the output shaft of the differential mechanism is greater than or equal to a predetermined value is when a sudden deceleration of the vehicle is determined. Control device.   4. The vehicle power transmission device according to claim 3, wherein the internal combustion engine rotational speed control means performs feedback control based on the rotational speed of the internal combustion engine so that the internal combustion engine becomes the predetermined rotational speed. Control device.   4. The control device for a vehicle power transmission device according to claim 3, wherein the predetermined rotation speed is learning-controlled.   4. The control device for a vehicle power transmission device according to claim 3, wherein the predetermined rotation speed is changed according to a gear ratio of the transmission unit.   4. The control device for a vehicle power transmission device according to claim 3, wherein the internal combustion engine rotational speed control means is implemented during an inertia phase of the transmission unit.   4. The control device for a vehicle power transmission device according to claim 3, wherein the transmission unit is stepped.   4. The control device for a vehicle power transmission device according to claim 3, wherein the predetermined rotation speed is zero rotation by lock control of the internal combustion engine coupled motor.   5. The vehicle power transmission device according to claim 4, wherein the internal combustion engine rotational speed control means is implemented only when the contribution of inertia estimated from the shift point, vehicle speed, shift time, etc. of the transmission unit is large. Control device.   The internal combustion engine rotational speed control means determines a control amount of the internal combustion engine coupled motor from a shift point of the transmission unit, a vehicle speed, a transmission time, and a rotational speed change amount of the input shaft of the transmission unit. The control device for a vehicle power transmission device according to claim 4.   6. The internal combustion engine rotational speed control means switches from rotational speed control by the internal combustion engine coupled motor to rotational speed control by the differential motor when the internal combustion engine coupled motor fails. Control device for vehicle power transmission device.   6. The vehicle according to claim 5, wherein the internal combustion engine rotational speed control means switches from rotational speed control by the internal combustion engine coupled motor to rotational speed control by the differential motor according to the state of the power storage device. Power transmission device control device.

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