JP2009286187A - Control device for transmission system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for performing the motoring of an engine in order to reduce a fuel consumption rate in a transmission system for a vehicle connected to an engine, and equipped with a motor. <P>SOLUTION: In engine revolution speed control (the motoring of an engine) for rotating an engine 8 by operating a first motor M1 and/or a third motor M3, an engine revolution control means 98 rotates the engine 8 by operating either the first motor M1 or the third motor M3 whose electricity path quantity P_total is smaller when the engine 8 is rotated between the motor M1 and the motor M3. Thus, it is possible to reduce the electricity path quantity P_total in the engine revolution speed control, and to suppress an electric loss, and to reduce a fuel consumption rate as a result. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technique for reducing a fuel consumption rate of a vehicle power transmission device that is connected to an engine and includes an electric motor.

  2. Description of the Related Art Conventionally, a vehicular power transmission device having an engine, a first motor, a second motor, and a third motor as power sources and having a differential mechanism connected to a power transmission path is known. This vehicle power transmission device is suitably used for a hybrid vehicle, for example, the vehicle power transmission device disclosed in Patent Document 1. In the vehicle power transmission device disclosed in Patent Document 1, the differential mechanism is a planetary gear device, and the engine is connected to a carrier of the planetary gear device, and the first motor is connected to a sun gear. The second electric motor and the drive wheel are connected to the ring gear. Further, the third electric motor is connected to the engine.

The control device for a vehicle power transmission device disclosed in Patent Document 1 executes engine operating point control for changing the operating point of the engine while the vehicle is stopped or while the engine is in a non-driven state. At this time, the operating point of the engine is controlled by the third electric motor or by an electric motor selected from the first to third electric motors. Here, the operating point of the engine is an operating point indicating the operating state of the engine indicated by the rotational speed and output torque of the engine.
JP 2004-336983 A

  In the vehicle power transmission device disclosed in Patent Document 1, the engine operating point control can be performed by a plurality of methods during traveling of the vehicle. For example, the engine operating point control can be performed by the output of the third motor, and the engine operation is controlled by the outputs of the first motor and the second motor because the engine is connected to the carrier of the planetary gear unit. It is possible to perform point control, or when the accelerator is off coasting (coast traveling), the engine operating point control is performed by the output of the first motor and the reverse driving force transmitted from the driving wheel. It is possible. In the engine operating point control while the vehicle is running, the operating state of each motor, for example, the rotation direction and rotation speed of the motor for performing the engine operating point control, whether the motor generates power or consumes power, etc. Varies depending on the running state of the vehicle, and the electric power generated by the first electric motor, the second electric motor, and the third electric motor and the electric power consumed by those electric motors depend on which electric motor performs the engine operating point control. The total electric power is also different, and it is considered that the electrical loss increases as the total electric power increases. That is, the rotational energy (kinetic energy) given to the engine does not change as a whole regardless of which motor is used to perform the engine operating point control, but the first motor, the second motor, and the third motor are mutually connected. As the electric power exchanged between the electric motors and the power storage device (battery) increases, the electrical loss during electric power transmission therebetween increases.

  However, in the control device for a vehicle power transmission device disclosed in Patent Document 1, it is considered that the total power is reduced in the engine operating point control while the vehicle is traveling, but the determination criterion is the first criterion. The motor speed is positive and negative, and the control device selects the motor to be operated during the engine operating point control and lowers the total power to reduce the electrical loss, thereby reducing the fuel consumption rate. In some cases, it may not be possible to reduce the fuel consumption rate, and the control device may not be able to sufficiently reduce or minimize the fuel consumption rate.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to sufficiently reduce or minimize the fuel consumption rate in a vehicle power transmission device connected to an engine and provided with an electric motor. Another object of the present invention is to provide a control device that performs the engine operating point control.

  In order to achieve such an object, the invention according to claim 1 includes (a) a differential mechanism, a first electric motor, and a second electric motor, which are connected so as to be able to transmit power between the engine and the drive wheels. An electric differential unit in which the differential state of the differential mechanism is controlled by controlling the operating state of one or both of the first electric motor and the second electric motor, and a first motor coupled to the engine so as to be able to transmit power. (B) Electric energy output from the first electric motor, the second electric motor, and the third electric motor while the vehicle is running, and those electric motors The engine rotation is achieved by operating the first motor and / or the third motor at the operation ratio of the first motor and the third motor at which the electric path amount, which is the sum of the electric energy supplied to the motor, is relatively reduced. Speed control Characterized in that it comprises an engine rotation control means for the line.

  In the invention according to claim 2, the engine rotation control means is configured to execute the regenerative control in which the kinetic energy of the vehicle transmitted from the drive wheels is converted into electric energy by the electric differential unit. Rotational speed control is executed.

  The invention according to claim 3 is characterized in that the engine rotation control means rotates the engine by executing the engine rotation speed control while the vehicle is running in a non-driven state.

  In the invention according to claim 4, in the engine rotation speed control, the engine rotation control means increases the rotation speed of the engine by the operation of the first electric motor and / or the third electric motor, which improves the response of engine start. In order to achieve this, control is performed so as to achieve a predetermined rotation speed.

  In the invention according to claim 5, when the engine rotation control means needs to improve the response of the engine start to the acceleration request of the vehicle in comparison with the case where the rotation of the engine is stopped, Engine rotational speed control is executed.

  In the invention according to claim 6, in the engine rotation speed control, the engine rotation control means reduces the amount of the electric path when the engine is rotated among the first electric motor and the third electric motor. The engine is rotated by operating an electric motor.

  In the invention according to claim 7, the engine rotation control means changes the operation ratio of the first electric motor and the third electric motor so that the vibration of the vehicle by the engine rotation speed control is lower than a predetermined reference. It is characterized by.

  In the invention according to claim 8, the engine rotation control means is operated if the engine rotation speed control is executed by operating one of the first electric motor and the third electric motor. When the loss and / or input / output power of the first electric motor or the third electric motor exceeds a predetermined allowable value, the first electric motor and the third electric motor are operated.

  The invention according to claim 9 is characterized in that the engine rotation control means changes the output of the first electric motor and / or the third electric motor based on the rotational resistance of the engine.

  The invention according to claim 10 is characterized in that the engine rotation control means changes the output of the first electric motor and / or the third electric motor based on a required regeneration amount in the regenerative control.

  In the invention according to claim 11, the engine rotation control means changes the output of the first electric motor and / or the third electric motor based on an allowable output of the second electric motor that changes according to a predetermined condition. Features.

  According to the control device for a vehicle power transmission device of the first aspect of the present invention, the engine rotation control means is the electric energy output from the first electric motor, the second electric motor, and the third electric motor during traveling of the vehicle. And the first motor and / or the third motor are operated at the operation ratio of the first motor and the third motor in which the amount of the electric path, which is the sum of the electric energy supplied to the motors, is relatively reduced. Therefore, the engine rotational speed control is executed, so that the electric loss at the time of changing the rotational speed of the engine can be suppressed by the engine rotational speed control with the electric path amount reduced, and as a result, the fuel consumption ratio Can be sufficiently reduced. In addition, although described for confirmation, the electric energy output from the first electric motor, the second electric motor, and the third electric motor, and the electric energy supplied to these electric motors are not negative values. The engine rotation speed control is a type of the engine operation point control because the engine rotation speed is changed to change the engine rotation speed that determines the engine operation point.

  According to the control device for a vehicle power transmission device of the invention of claim 2, the engine rotation control means executes the engine rotation speed control when the regeneration control is executed. It is possible to reduce the control load by effectively executing the engine speed control during the regenerative control, in which the reduction of the fuel consumption is likely to affect the fuel consumption rate of the vehicle, thereby effectively reducing the fuel consumption ratio.

  According to the control device for a vehicle power transmission device of the invention according to claim 3, the engine rotation control means performs the engine rotation speed control while the vehicle is running with the engine in a non-driven state. Since the engine is rotated, it is possible to sufficiently suppress electric loss during the motoring while improving the engine startability by the motoring of the engine.

  According to a control device for a vehicle power transmission device of a fourth aspect of the invention, the engine rotation control means is configured to rotate the engine by operating the first electric motor and / or the third electric motor in the engine rotation speed control. Since the speed is controlled so that it becomes a predetermined rotational speed in order to improve the response of the engine start, the engine is started immediately as needed for the accelerator pedal operation, and the driving force response is improved. Can be planned.

  According to the control device for a vehicle power transmission device of the fifth aspect of the invention, the engine rotation control means has a response of the engine start to the acceleration request of the vehicle in comparison with the case where the engine stops rotating. When the engine speed needs to be improved, the engine speed control is executed, so that the driving force responsiveness to the accelerator pedal operation is ensured, and the increase in the fuel consumption rate due to the motoring of the engine, which is a rotational load, is efficiently performed. Can be suppressed.

  According to the control device for a vehicle power transmission device of the invention of claim 6, the engine rotation control means rotates the engine of the first motor and the third motor in the engine rotation speed control. Since the engine is rotated by operating the electric motor with the smaller electric path amount at the time, the electric path amount in the engine rotation speed control can be reduced, and the electrical loss at that time can be suppressed. As a result, the fuel consumption ratio can be sufficiently reduced.

  According to a control device for a vehicle power transmission device of a seventh aspect of the invention, the engine rotation control means includes the first electric motor so that the vibration of the vehicle by the engine rotation speed control is lower than a predetermined reference. And since the driving | running | working ratio of a 3rd electric motor is changed, it can prevent impairing the comfort at the time of vehicle travel by execution of the said engine rotational speed control.

  According to the control device for a vehicle power transmission device of the invention according to claim 8, the engine rotation control means controls the engine rotation speed by operating one of the first electric motor and the third electric motor. If executed, if the loss and / or input / output power of the first motor or the third motor to be operated exceeds a predetermined allowable value, the first motor and the third motor are operated. Therefore, only one of the durability of the first electric motor and the third electric motor is not significantly deviated, and the durability of the vehicle power transmission device as a whole can be suppressed.

  According to the control device for a vehicle power transmission device of the ninth aspect of the invention, the engine rotation control means changes the output of the first electric motor and / or the third electric motor based on the rotational resistance of the engine. Even if the rotational resistance of the engine changes, the influence on the rotational speed of the engine in the engine rotational speed control can be reduced.

  According to the control device for a vehicle power transmission device of the invention according to claim 10, the engine rotation control means changes the output of the first electric motor and / or the third electric motor based on the required regeneration amount in the regenerative control. Therefore, the required regeneration amount is ensured appropriately in the engine rotation speed control.

  According to the control device for a vehicle power transmission device of the invention according to claim 11, the engine rotation control means is based on an allowable output of the second electric motor that changes according to a predetermined condition such as a temperature of the second electric motor. Thus, since the output of the first motor and / or the third motor is changed, it is possible to secure the required regeneration amount in the regeneration control using not only the second motor but also the first motor.

  Preferably, the third electric motor is attached to and directly connected to the engine. If it does in this way, the required space for installing the said 3rd electric motor can be made small.

  Preferably, the first, second and third electric motors are provided in a housing of the vehicle power transmission device. If it does in this way, the temperature of the said 1st, 2nd, 3rd electric motor can be detected by measuring the temperature of the working fluid in the said power transmission device for vehicles, for example.

  Preferably, the differential mechanism includes a first element connected to the engine and a third electric motor, a second element connected to the first electric motor, a driving wheel and a second element connected to the second electric motor. A planetary gear set having three rotating elements and three elements, wherein the first element is a carrier of the planetary gear set, the second element is a sun gear of the planetary gear set, and the third element is It is a ring gear of a planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one planetary gear device.

  Preferably, the planetary gear device is a single pinion type planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one single pinion type planetary gear device.

  Preferably, the electric differential section operates as an electric continuously variable transmission by controlling an operating state of the first electric motor. In this case, it is possible to smoothly change the driving torque output from the electric differential section. The electric differential section may be operated as a stepped transmission by changing the gear ratio stepwise in addition to continuously changing the gear ratio to operate as an electric continuously variable transmission. Is possible.

  Preferably, the vehicle power transmission device includes an automatic transmission unit, and an engine, the electric differential unit, the automatic transmission unit, and the drive wheels are arranged in a power transmission path between the engine and the drive wheels. Are connected in this order.

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

  FIG. 1 is a skeleton diagram illustrating a vehicle power transmission device 10 (hereinafter referred to as “power transmission device 10”) to which the control device of the present invention is applied. This power transmission device 10 is suitable for a hybrid vehicle. Used. In FIG. 1, a power transmission device 10 includes an input shaft 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. 14, a differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly through a pulsation absorbing damper (vibration damping device) (not shown), the differential unit 11 and a drive wheel 34 (see FIG. 6), an automatic transmission unit 20 as a power transmission unit connected in series via a transmission member (transmission shaft) 18 in a power transmission path between the automatic transmission unit 20 and the automatic transmission unit 20 The output shaft 22 as an output rotating member is provided in series. The power transmission device 10 is preferably used for, 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 connected to the engine 8, 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. The differential gear device (final reduction gear) 32 (see FIG. 6) and the pair of axles, etc. constituting the part are sequentially transmitted to the pair of drive wheels 34.

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

  The differential unit 11 corresponding to the electric differential unit of the present invention is input to the input shaft 14 and the first motor M1 functioning as a differential motor for controlling the differential state of the power distribution mechanism 16. A power distribution mechanism 16 that mechanically distributes the output of the engine 8 and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18, and the transmission member 18 integrally. A second electric motor M2 that is operatively connected to rotate, and a third electric motor M3 that is an engine-connected electric motor connected to the engine 8 via the input shaft 14 are provided. The first electric motor M1, the second electric motor M2, and the third electric motor M3 of this embodiment are so-called motor generators having a power generation function, but the first electric motor M1 and the third electric motor M3 are generators for generating reaction force ( The second electric motor M2 has at least a motor (electric motor) function since it functions as a traveling motor that outputs driving force as a driving force source for traveling. Further, the first electric motor M1, the second electric motor M2, and the third electric motor M3 are provided in a case 12 that is a casing of the power transmission device 10, and the hydraulic oil of the automatic transmission unit 20 that is a working fluid of the power transmission device 10 is provided. It is cooled by. In the present embodiment, the third electric motor M3 is directly connected to the engine 8 as shown in FIG. 1, but it is not necessary that they are arranged coaxially, and the connection relationship between them is not limited to this. Further, the third electric motor M3 is connected to the engine 8 via the input shaft 14, but the third electric motor M3 may be attached to the engine 8 and the both may be integrally configured for space saving.

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

In this power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8 and the third electric motor M3, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is transmitted. It is connected to the member 18. In the power distribution mechanism 16 configured in this way, the differential unit sun gear S0, the differential unit carrier CA0, and the differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, can be rotated relative to each other. Thus, the differential action is operable, that is, the differential state where the differential action works is set, so that the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the output of the distributed engine 8 is distributed. Are stored with electric energy generated from the first electric motor M1 and the second electric motor M2 is rotationally driven, so that the differential unit 11 (power distribution mechanism 16) functions as an electric differential device. Thus, for example, the differential section 11 is in a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed N ₁₈ of the transmission member ₁₈ ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission. In this way, by controlling the operating state of one or both of the first electric motor M1 and the second electric motor M2 connected to the power distribution mechanism 16 (differential unit 11) so as to be able to transmit power, the power distribution mechanism 16 The differential state, that is, the differential state between the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled.

  The automatic transmission unit 20 constitutes a part of a power transmission path from the differential unit 11 to the drive wheel 34, and includes a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, And a single-pinion type third planetary gear unit 30 and a planetary gear type multi-stage transmission that functions as a stepped automatic transmission. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3 via a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, When the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1. The first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.

  In this way, the automatic transmission unit 20 and the differential unit 11 (transmission member 18) are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. It is connected. In other words, the first clutch C1 and the second clutch C2 can selectively cut off the power transmission provided in a part of the power transmission path between the power distribution mechanism 16 (differential portion 11) and the drive wheels 34. In other words, 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. It is functioning. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state where power can be transmitted, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

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

  The first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) are conventional automatic transmissions for vehicles. This is an engagement device that is often used in a machine, that is, a hydraulic friction engagement device, which is 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 wound bands is constituted by a band brake or the like in which one end is tightened by a hydraulic actuator, and is for selectively connecting members on both sides on which the band is inserted.

  In the power transmission device 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, that is, the rotational speed N _{18 of the} transmission member ₁₈ (hereinafter referred to as “transmission member rotational speed N ₁₈ ”) is changed steplessly and the gear stage is changed. In M, a continuously variable transmission ratio width is obtained. Therefore, the overall transmission gear ratio γT (= the rotational speed N _IN of the input shaft 14 / the rotational speed N _OUT of the output shaft 22) of the power transmission device 10 is obtained continuously, and a continuously variable transmission is configured in the power transmission device 10. The The overall speed ratio γT of the power transmission device 10 is a total speed ratio γT of the power transmission device 10 as a whole formed based on the speed ratio γ0 of the differential unit 11 and the speed ratio γ of the automatic transmission unit 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 power transmission device 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 When the gear stage (reverse gear stage) is selectively established, a total gear ratio γT of the power transmission device 10 that changes in a substantially equal ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the power transmission device 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 gear ratio γT of the power transmission device 10 corresponding to each gear stage such as a high speed gear stage and a reverse gear stage is obtained for each gear stage. 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 shows a linear relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 10 including the differential unit 11 and the automatic transmission unit 20. A diagram is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. X1 represents a rotational speed zero, represents the rotational speed N _E of the engine 8 horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, horizontal line XG indicates the rotational speed of the power transmitting member 18.

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

  If expressed using the collinear diagram of FIG. 3 described above, the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism 16 (differential unit 11) has the first rotating element RE1 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8 and the third electric motor M3, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential ring gear R0) RE3 is transmitted. It is connected to the member 18 and the second electric motor M2, and is 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 differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and the difference indicated by the intersection of the straight line L0 and the vertical line Y3. rotational speed of the dynamic portion ring gear R0 is bound with the vehicle speed V in the case of substantially constant, the differential portion carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 by controlling the engine rotational speed N _E When the rotation speed is increased or decreased, the rotation speed of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotation speed of the first electric motor M1 is increased or decreased. In normal operation, the second motor M2 rotates only in one direction and the first motor M1 can rotate in both forward and reverse directions. Therefore, the rotation direction of the first motor M1 is the same as the rotation direction of the second motor M2. The forward rotation direction of the electric motor M1 is assumed. Therefore, the first electric motor M1 is the rotational speed N _M1 when rotating in the reverse rotation direction (the negative direction of rotation) is brought close to zero and its value increases if considering the rotational direction (positive or negative sign) Therefore, the first motor rotation speed _NM1 is increased.

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

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

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

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

The electronic control unit 80 receives a signal representing the engine water temperature TEMP _W that is the temperature of the cooling fluid of the engine 8 and the shift position P _{SH of the} shift lever 52 (see FIG. 5) from each sensor and switch as shown in FIG. and a signal representative of the number of operations such as in the "M" position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal representative of the gear ratio sequence set value, a signal for commanding the M mode (manual shift running mode) , A signal representing the operation of the air conditioner, a signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22 detected by the vehicle speed sensor 46 (see FIG. 1) and the traveling direction of the vehicle, and the hydraulic oil temperature of the automatic transmission unit 20 signal representing the T _OIL, the signal representative of the emergency brake operation, a signal indicative of a foot brake operation, a signal indicative of the catalyst temperature, access corresponding to the output demand of the driver A signal indicating the accelerator opening Acc, which is the amount of pedal operation, a signal indicating the cam angle, a signal indicating the snow mode setting, a signal indicating the longitudinal acceleration G of the vehicle, a signal indicating the auto cruise traveling, the weight of the vehicle (vehicle weight) , A signal representing the wheel speed of each wheel, a rotational speed N _M1 of the first electric motor M1 detected by a rotational speed sensor such as a resolver (hereinafter referred to as “first electric motor rotational speed N _M1 ”) and its rotation A direction signal, a rotational speed N _{M2 of} the second electric motor _M2 (hereinafter referred to as “second electric motor rotational speed N _M2 ”) detected by a rotational speed sensor 44 (see FIG. 1) such as a resolver, and a rotational direction thereof. signals representative of the rotational speed N _M3 of the third electric motor M3 that is detected by the rotational speed sensor such as a resolver _(hereinafter referred to as "the third electric motor rotation speed N _M3") and representing the direction of rotation No., such as a signal representing the remaining charge (state of charge) SOC of the battery 56 (see FIG. 6) that performs charging and discharging through an inverter 54 between each electric motor M1, M2, M3 are supplied. The rotation speed sensor 44 and the vehicle speed sensor 46 are sensors that can detect not only the rotation speed but also the rotation direction. When the automatic transmission unit 20 is in the neutral position while the vehicle is running, the vehicle speed sensor 46 advances the vehicle. Direction is detected.

From the electronic control unit 80, an engine output control unit 58 (see FIG. 6) for controlling the output P _{E of the} engine 8 (the unit is, for example, “kW”; hereinafter referred to as “engine output P _E ”). Control signal, for example, a drive signal to the throttle actuator 64 for operating the throttle valve opening θ _TH of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8, the intake pipe 60 by the fuel injection device 66 or the in-cylinder of the engine 8 A fuel supply amount signal for controlling the fuel supply amount to the engine, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 68, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric motor for operating the electric air conditioner Air conditioner drive signal, command signal for commanding operation of electric motors M1, M2 and M3, shift position for operating shift indicator (operation position) ) Display signal, gear ratio display signal for displaying gear ratio, snow mode display signal for displaying that it is in the snow mode, ABS operation signal for operating the ABS actuator for preventing the wheel from slipping during braking An M mode display signal for indicating that the M mode is selected, and a hydraulic control circuit 70 for controlling the hydraulic actuators of the hydraulic friction engagement devices of the differential unit 11 and the automatic transmission unit 20 (see FIG. 6) solenoid valves contained in the valve command signals for actuating (linear solenoid valve), a signal for pressure regulating the line pressure P _L by the hydraulic control circuit regulator valve provided in 70 (pressure regulating valve), is the line pressure P _L A drive command signal for operating an electric hydraulic pump, which is a hydraulic source of the original pressure to be regulated, for driving an electric heater Signal, signal etc. to the cruise control computer is output, respectively.

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

  The shift lever 52 is placed in a neutral state, that is, a neutral state in which the power transmission path in the power transmission device 10, that is, the automatic transmission unit 20 is interrupted, and is a parking position “P (” for locking the output shaft 22 of the automatic transmission unit 20. Parking) ”, reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”for neutral state where power transmission path in power transmission device 10 is cut off, automatic transmission mode Is established, and the power transmission obtained by the continuously variable transmission 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 gear stages of the automatic transmission unit 20. The forward automatic shift travel position “D (drive)” for executing automatic shift control within the change range of the total gear ratio γT that can be shifted by the device 10, or the manual shift travel mode (Manual mode) is established, and a forward manual shift travel position “M (manual)” for setting a so-called shift range that limits the high-speed shift stage in the automatic transmission unit 20 is provided to be manually operated. .

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

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

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

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

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

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

For example, the hybrid control means 84 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 84, to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 In this way, an optimum fuel consumption rate curve (fuel consumption map, relationship) which is a kind of operation curve of the engine 8 as shown by the broken line in FIG. For example, an engine output P required to satisfy a target output (total target output, required driving force) so that the engine 8 can be operated while the eight operating points (hereinafter referred to as “engine operating points”) are being met. so that the engine torque T _E and the engine rotational speed N _E for generating _E, determines the target value of the overall speed ratio γT of the power transmission device 10, to obtain the target value Thus, 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. Here, the above-mentioned engine operating point, indicating the operating state of the engine rotational speed N _E and the engine 8 in a two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E operation Is a point.

  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. If necessary, the hybrid control means 84 causes the third electric motor M3 connected to the output shaft of the engine 8 to function as a generator to convert part of the power of the engine 8 into electric energy, and the electric energy is converted into an inverter. 54.

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

For example, the hybrid control means 84 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the vehicle speed V the second electric motor rotation speed N which is bound to the (drive wheels 34) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant. In this case the hybrid control means 84, instead of the pulling of the first electric motor speed N _M1 or in parallel with this, by performing the raising of the third electric motor rotation speed N _M3 may pull the engine rotational speed N _E . The hybrid control means 84 when maintaining the engine speed N _E at the nearly fixed level during the shifting of the automatic shifting portion 20, due to the shift of the automatic transmission portion 20 while maintaining the engine speed N _E substantially constant The first motor rotation speed N _M1 is changed in the direction opposite to the change of the second motor rotation speed N _M2 .

Further, the hybrid control means 84 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for the throttle control, and controls the fuel injection amount and the injection timing by the fuel injection device 66 for the fuel injection control. a command to control the ignition timing by the ignition device 68 such as an igniter for controlling alone or in combination with output to the engine output control device 58, an output control of the engine 8 so as to generate the necessary engine output P _E The engine output control means to perform 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 uses the second electric motor M2 as a driving force source for traveling by the electric CVT function (differential action) of the differential unit 11 regardless of whether the engine 8 is stopped or in an idle state. Can be made. For example, the hybrid control means 84, typically a relatively low output torque T _OUT region or low engine torque T _E region the engine efficiency is poor compared to the high torque region, or a relatively low vehicle speed range of the vehicle speed V That is, the motor travel is executed in the low load region. Further, the hybrid control means 84 controls the first motor rotation speed N _M1 at a negative rotation speed in order to suppress the drag of the stopped engine 8 and improve fuel consumption during the motor running, for example, the first electric motor M1 is rotated in idle and by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action).

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

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

  Further, the hybrid control means 84 sets the engine 8 in a non-driving state in order to improve fuel consumption (reduce the fuel consumption rate) during coasting when the accelerator is off (coast driving) or when braking with a foot brake. Regenerative control in which the kinetic energy of the vehicle transmitted from the drive wheels 34 is converted into electric energy by the differential unit 11, specifically, the kinetic energy of the vehicle, that is, reverse drive transmitted from the drive wheels 34 to the engine 8 side. The second motor M <b> 2 is rotationally driven by force to act as a generator, and regenerative control is performed to charge the electrical energy, that is, the second motor generated current, to the power storage device 56 via the inverter 54. That is, the hybrid control means 84 includes a function as a regeneration control means for executing the regeneration control. The accelerator opening Acc, the vehicle speed V, the brake pedal operation amount, the remaining charge SOC of the power storage device 56, the automatic transmission unit 20 When the operating point of the power transmission device 10 determined based on the state quantity indicating the vehicle state exemplified by the shift speed of the gear belongs to the regeneration region in which the regeneration control determined in advance is to be executed, Perform regenerative control. In this regenerative control, the electric energy regenerated by the second electric motor, that is, the regenerative amount in the regenerative control, is controlled by a hydraulic brake in order to obtain a braking force according to the remaining charge SOC of the power storage device 56 and the brake pedal operation amount. Control is performed so that the required regeneration amount, which is a required regeneration amount determined on the basis of power braking force distribution or the like, is obtained.

By the way, when the engine 8 is in a non-driven state in which the engine 8 is not ignited, such as during regenerative control or during running of the motor, the engine 8 basically does not rotate even while the vehicle is running. However, the engine ignition after raising the engine rotation speed N _E to a predetermined rotational speed that can start the engine 8 to start the engine 8 when the engine 8 is stopped rotating a non-driven state to have, since it takes some time until to actually increase the engine torque T _E from a need to increase the engine torque T _E is generated, when the driving force responsive to the accelerator pedal operation is required Even before the accelerator pedal is depressed, the engine 8 may be rotated in advance. For example, when the hybrid control means 84 is executing the regenerative control during coasting when the accelerator is off (coast traveling), in order to improve the driving force response in preparation for the accelerator pedal being depressed, The motor of the engine 8 that rotates the engine 8 in the non-driven state at a predetermined motoring rotational speed exemplified by an idle rotational speed for starting the engine by operating the first electric motor M1 and / or the third electric motor M3. Rings may be performed. FIG. 9 is a collinear diagram showing an example of the differential state of the differential unit 11 when the motoring of the engine 8 is performed during the regeneration control.

The motoring will be described taking the differential state shown in FIG. 9 as an example. When the motoring is performed by operating the first electric motor M1 without operating the third electric motor M3, the arrow AR in FIG. output torque _{T M1} of the first electric motor M1, indicated as ₀₁ (hereinafter, "first-motor torque _{T M1"} represents a) and the output torque _{T M2} of the second electric motor M2 which is shown as an arrow _{AR 02} (hereinafter, "second electric motor the engine 8 is rotated by the motor ring rotation speed by a representative) and torque T _M2 ", the reverse driving force from the driving wheel 34 is regenerated by the operation of the first electric motor M1 and the second electric motor M2. The output P _{M1_1} of the first electric motor M1 when the engine 8 is _motored by the first electric motor M1 is given by the following equation (1). If the parameter is changed, the following equation (2) is obtained, and the second electric motor M2 The output P _{M2_1} is given by the following equation (3). Further, if energy conversion efficiency and the like in each motor is omitted, the charge / discharge power balance P _{B_1} of each motor with respect to the power storage device 56 during motoring by the first motor M1 is the sum of the output P _{M1_1} and the output P _{M2_1.} Since there is, it is given by the following formula (4). Here, in the following formulas (1) to _{(4), P M1_1, P M2_1} is the motor output during power generation (regenerative) as a positive direction, _{P B_1} is the charge side is a positive direction, the engine torque _{T E} is engine 8 is the direction to lower the a rotational load direction, i.e., the engine rotational speed N _E as a positive _direction, N _M1, N _M2 is the same rotational direction as the engine 8 and the positive direction. Further, the following formula (3), T _R of formula (4) is against the reverse driving force from the driving wheel 34 in the regeneration control is determined based the regenerative required amount and the second electric motor rotation speed N _M2 The regeneration required torque, and the direction in which the second motor rotation speed _NM2 is reduced is the positive direction. Ρ0 is a gear ratio of the differential planetary gear unit 24.

On the other hand, when the motoring is performed by operating the third electric motor M3 without operating the first electric motor M1, the output torque T _M3 (hereinafter, referred to as the arrow AR _{03 in} FIG. 9) of the third electric motor M3. the expressed) as "the third electric motor torque T _M3" is rotated the engine 8 is in the motoring rotational speed, since the third electric motor M3 is a power function as a motor for the engine rotational speed N _E pulling, exclusively reverse driving force from the driving wheel 34 is regenerated by the second electric motor M2 to generate a second electric motor torque T _M2, indicated as an arrow AR _04. The output P _{M3_3} of the third electric motor M3 when the engine 8 is _motored by the third electric motor M3 is given by the following formula (5), and the output P _{M2_3} of the second electric motor M2 is given by the following formula (6). Further, if energy conversion efficiency and the like in each motor are omitted, the charge / discharge power balance P _{B_3} of each motor with respect to the power storage device 56 during motoring by the third motor M3 is the sum of the output P _{M3_3} and the output P _{M2_3.} Since there is, it is given by the following formula (7). Here, in the following formulas (5) to (7), P _{M3_3} and P _{M2_3} are the motor output during power generation (regeneration) is the positive direction, P _{B_3} is the charge side is the positive direction, T _E , N _M2 , T _R and ρ0 are the same as the above formulas (1) to (4).

As it can be seen by comparing the charging and discharging electric power balance P _{B_3} of charging and discharging electric power balance P _{B_1} the formula (7) of the above formula (4), taking into account the electrical loss or the like in the energy conversion efficiency and the electric path at the electric motor without it, both as was motoring of the engine 8 by the first electric motor M1 and the third electric motor M3, the charge-discharge power balance P _{B_1} as a _whole, P _{B_3} are the same. However, the individual generated power or power consumption of each of the motors M1, M2, and M3 during the motoring differs between the motoring by the first motor M1 and the motoring by the third motor M3. The electrical loss increases as the sum of the electrical energy transmitted to the path, that is, the sum of the absolute values of the motor output during power generation and the motor output during power consumption of each of the motors M1, M2, M3 increases. The regenerative amount at becomes small. If so, as a result, the fuel consumption rate of the power transmission device 10 as a whole increases (fuel consumption deteriorates).

  Therefore, in this embodiment, when motoring the engine 8 while the vehicle is running with the engine 8 in a non-driving state, control is performed to suppress electrical loss during the motoring by selecting an electric motor to be operated. The main part of the control function will be described below.

Returning to FIG. 6, the traveling state determination unit 92 determines whether or not the vehicle is traveling. For example, when the vehicle speed V is not zero and the shift position _PSH is the traveling position, that is, the “R”, “D”, or “M” position, it is affirmed that the vehicle is traveling.

  Further, the traveling state determination unit 92 determines whether or not the engine 8 is in a non-driven state. The non-driven state of the engine 8 refers to a state where the engine 8 is not ignited regardless of whether the engine 8 is rotating.

  The regeneration control execution determination means 94 determines whether or not the regeneration control is executed. For example, the regeneration control execution determination means 94 executes the regeneration control when the regeneration control is being executed by the hybrid control means 84, in other words, when the operating point of the power transmission device 10 belongs to the regeneration region. Affirm that it will be done.

  The driving force responsiveness determining means 96 is provided from the viewpoint that when the engine 8 is in a non-driving state, the engine 8 is pre-rotated rather than the engine 8 is stopped in rotation, so that the responsiveness of starting the engine becomes higher. When the engine 8 is determined to be in the non-driven state by the traveling state determining means 92, the response of the engine start to the vehicle acceleration request is improved as compared with the case where the engine 8 is stopped. It is determined whether or not it is necessary, that is, whether or not the engine 8 should be rotated in advance. For example, while the vehicle is traveling in a state where the engine 8 is not driven and the automatic transmission unit 20 is a shift stage on the high vehicle speed side, the engine is started when the accelerator pedal is greatly depressed, and further, the automatic transmission unit 20 Then, since downshift is executed, it is necessary to improve the response of engine start. From the viewpoint of such necessity, for example, the driving force responsiveness determining means 96 has previously experimentally determined that the gear ratio γ of the automatic transmission unit 20 needs to improve the start responsiveness of the engine 8 in advance. When it is equal to or less than a predetermined speed ratio determination value and / or the vehicle speed V is equal to or higher than an experimentally predetermined vehicle speed determination value that is determined to be required to improve the start response of the engine 8. In this case, it is affirmed that it is necessary to improve the response of the engine start.

The engine rotation control means 98 includes an electric motor operation determining means 100. The electric motor operation determining means 100 is an engine rotation control means when the running state determining means 92 determines that the engine 8 is in a non-driving state. For example, the output ratio of the first electric motor M1 and the third electric motor M3 when the engine rotational speed control for changing the engine rotational speed _NE by changing the engine rotational speed NE by operating the first electric motor M1 and / or the third electric motor M3. Determine the running ratio represented. When making the determination, the motor operation determining means 100 is an electric path that is the sum of the electric energy output from the first electric motor M1, the second electric motor M2, and the third electric motor M3 and the electric energy supplied to these electric motors. The operation ratios of the first electric motor M1 and the third electric motor M3 are determined so that the amount P_total is relatively reduced. The electric motor operation determining means 100 determines the operation ratio of the first electric motor M1 and the third electric motor M3 as described above. Specifically, when the engine rotation speed control is executed, The electric motor to be operated is selected in which the electric path amount P_total is reduced when the engine 8 is rotated by any one of the third electric motor M3.

The selection of the electric motor to be operated will be described in detail. When the engine 8 is in a non-driven state, the electric motor operation determining means 100 operates the first electric motor M1 to operate the engine rotation speed control, that is, the engine 8 of the engine 8. P1_total that is the electric path amount P_total when the motoring is executed is calculated by the following equation (8) derived from the equations (2) and (3). Then, P3_total that is an electric path amount P_total when the engine rotation speed control is executed by operating the third electric motor M3 is expressed by the following equation (9) derived from the equations (5) and (6) (9) ). Next, the motor operation determining means 100 determines the following equation (10) based on the calculated electric path amounts P1_total and P3_total. As a result of the determination, the motor operation determining means 100 determines that the electric path amount P3_total when the engine speed is controlled by the third motor M3 is smaller than the electric path amount P1_total when the engine speed is controlled by the first motor M1, that is, When the relationship of the following formula (10) is affirmed, the third motor M3 is selected as the motor to be operated in the engine rotation speed control. On the other hand, when the relationship of the following formula (10) is denied, the motor operation determining means 100 selects the first motor M1 as the motor to be operated in the engine rotation speed control. Here, the symbols used in the following formulas (8) and (9) are the same as those used in the formulas (1) to (4). Further, since the electric path amounts P1_total and P3_total are not negative values as can be seen from the following equations (8) and (9), the absolute value symbol of the following equation (10) may be omitted. Further, since the motor operation determining means 100 only needs to know the magnitude relationship between the electric path amounts P1_total and P3_total when selecting the motor to be operated in the engine rotation speed control, each motor is determined in the determination of the following equation (10). It is not necessary to consider the energy conversion efficiency and the like.

The engine rotation control means 98 determines that the vehicle is traveling and the engine 8 is in a non-driving state by the traveling state determination means 92, that is, a determination that the engine 8 is traveling in a non-driving state. When the regenerative control execution determination unit 94 affirms that the regenerative control is executed and the drive force response determination unit 96 affirms that it is necessary to improve the responsiveness of the engine start. Performs the engine rotation speed control (motoring of the engine 8) at the operation ratio of the first electric motor M1 and the third electric motor M3 determined by the electric motor operation determining means 100. Specifically, the electric motor operation determining means 100 The engine speed control is executed by operating any one of the motors selected from the first motor M1 and the third motor M3. That is, in the above-described case, the engine rotation control means 98 operates the first electric motor M1 and / or the third electric motor M3 according to the determination or selection of the electric motor operation determination means 100 in the engine rotation speed control. It can be said that the engine speed control is executed by operating the first motor M1 and / or the third motor M3 at the operation ratio of the first motor M1 and the third motor M3 in which P_total is relatively reduced, in other words. In the engine rotational speed control, the engine 8 is rotated by operating the motor M1 or M3 of the first electric motor M1 and the third electric motor M3 that has a smaller electric path amount P_total when the engine 8 is rotated. I can say that. Then, in the engine rotational speed control, the engine rotational speed N _E is changed so that the target engine rotational speed set in advance experimentally exemplified such as at a predetermined rotational speed for starting the engine.

Focusing on the driving force responsiveness, the engine rotation control means 98 that executes the engine rotational speed control stops the engine 8 in order to prevent the deterioration (decrease) of the driving force responsiveness when the vehicle acceleration is requested. It is something that is not allowed. Then, in the engine rotational speed control, irrespective of the engine rotational speed N _E if the engine 8 is rotated, since increasing the responsiveness of the engine start in comparison with the case where the engine 8 is stopped rotating, the Although no particular limit on the engine rotational speed N _E of the engine rotational speed control, to achieve both the reduction of improving the fuel consumption rate of the responsiveness of the engine start, preferably, the engine rotation control means 98, the engine In the rotational speed control, the operation of the first electric motor M1 and / or the third electric motor M3 causes the engine rotational speed _NE to be the engine whose target engine rotational speed is predetermined in order to improve the response of engine start. Control is performed so that the starting rotational speed is N _E _st. The engine starting speed N _E _st is an engine rotational speed N _E of the reduction of the response enhancement and fuel consumption rate is an engine startable be as low empirically set so as to satisfy both of the above engine starting, For example, the motoring rotational speed such as the idle rotational speed.

  As described above, the engine rotation control means 98 basically operates one of the first electric motor M1 and the third electric motor M3 to reduce the control load in the engine rotation speed control. However, the cooperative control of the first electric motor M1 and the third electric motor M3, specifically, the operation ratio of the first electric motor M1 and the third electric motor M3 is changed, and the electric motor operation determining means 100 does not select. The other motor may be operated as an auxiliary. For example, in order not to impair the comfort during traveling of the vehicle, the engine rotation control means 98 is preliminarily set as a limit that the vibration of the vehicle due to the engine rotational speed control does not impair the comfort during traveling of the vehicle. That is, the operating ratio of the first electric motor M1 and the third electric motor M3 may be changed so as to be lower than the vibration allowable limit that is an experimentally determined standard. That is, the engine rotation control means 98 is experimentally set so that the first motor M1 or the third motor M3 should not be operated alone in the engine rotation speed control in order to keep the vehicle vibration below the allowable vibration limit. The rotational speed range of each of the motors M1 and M3 is stored, and if the engine rotational speed control is executed by operating the selected motor M1 or M3 by the motor operation determining means 100, it belongs to the rotational speed range. If this is the case, the motor that is not selected by the motor operation determining means 100 may be operated in an auxiliary manner at the operation ratio of the first motor M1 and the third motor M3 determined experimentally in advance. .

  In another example, from the viewpoint of maintaining the durability of the entire power transmission device 10, the engine rotation control means 98 uses either the first electric motor M1 or the third electric motor M3 in the engine rotation speed control. If the engine speed control is executed by operating the motor, the loss and / or input / output power of the first motor M1 or the third motor M3 to be operated exceeds a predetermined allowable value. The first electric motor M1 and the third electric motor M3 may be operated at a predetermined operation rate. In short, in the engine rotation speed control, when the loss of the operated first electric motor M1 or the third electric motor M3 exceeds a predetermined allowable loss value and / or the operated first electric motor M1 or the first electric motor M1. When the input / output power of the three electric motor M3 exceeds the predetermined input / output power allowable value, both the first electric motor M1 and the third electric motor M3 may be operated at a predetermined operation ratio. Here, the loss of the electric motors M1 and M3 is not particularly limited as long as the electric loss, the mechanical loss, or both of the first electric motor M1 and the third electric motor M3 are unified between the electric motors. . And the loss is calculated | required based on the map etc. which were set experimentally beforehand, for example from the rotational speed, control current value, etc. of the electric motors M1 and M3. The input / output power of the electric motors M1 and M3 is, for example, power consumption that is electric power in the input direction of the electric motors M1 and M3 to be operated and generated electric power (regenerative power) that is electric power in the output direction. The allowable loss value and the allowable input / output power value are set so that the load is not concentrated only on one of the first electric motor M1 and the third electric motor M3 from the viewpoint of maintaining the durability of the entire power transmission device 10. Is an allowable value set experimentally.

  Furthermore, to give another example, in order to prevent that only one of the motors M1 and M3 is operated from the viewpoint of maintaining the durability of the entire power transmission device 10, the engine rotation control means 98 includes: The total operation time of each of the first electric motor M1 and the third electric motor M3 is integrated, and in the engine rotation speed control, the engine rotation is performed by operating one of the first electric motor M1 and the third electric motor M3. If the speed control is executed, if the difference in the total operation time between the first motor M1 and the third motor M3 exceeds a predetermined operation time difference allowable value, the first motor M1 and the third motor M3 Both may be operated at a predetermined operating rate. In addition, the said operation time difference allowable value was experimentally set from the viewpoint of maintaining the durability of the entire power transmission device 10 in order to prevent only one of the motors M1 and M3 from being biased. It is an acceptable value.

Further, regarding the outputs of the motors M1 and M3 during the engine speed control, the engine speed control means 98 is configured to control the first motor M1 and / or the third motor based on the rotational resistance of the engine 8 in the engine speed control. The output of M3 may be changed. For example, the engine rotation control means 98 is based on the relationship obtained experimentally in advance based on the engine rotation speed N _E , the engine water temperature TEMP _W , the valve timing, etc., which are correlated with the rotation resistance of the engine 8. The output of the first electric motor M1 and / or the third electric motor M3 may be changed so that the engine 8 rotates at the engine start rotational speed N _E _st.

  Further, from the relationship with the regenerative request amount in the regenerative control, for example, the engine rotation control means 98, when the third electric motor M3 is selected by the electric motor operation determining means 100, the first electric motor M1 in the engine rotational speed control. May be supplementarily operated, and the output of the first electric motor M1 and / or the third electric motor M3 may be changed based on the required regeneration amount in the regenerative control. Specifically, in order to secure the regenerative request amount, when the first electric motor M1 functions as a generator, that is, when the first electric motor M1 rotates in the negative rotation direction, the regenerative request amount is the second electric motor M2. In addition to the power generation (regeneration) of the first motor M1, the first motor M1 may be operated in an auxiliary manner by the engine rotation speed control when the value is equal to or greater than a predetermined value experimentally determined to be generated by the first motor M1. Moreover, you may increase the output of the 1st electric motor M1, so that the said regeneration requirement amount is large.

Further, as another example from the relationship with the regenerative request amount in the regenerative control, in the regenerative control, the second electric motor M2 functions as a generator to regenerate the reverse driving force from the drive wheels 34, and the second motor at that time. Since the allowable output of the electric motor M2, that is, the maximum generated electric power, changes depending on predetermined conditions using the temperature of the second electric motor M2, the temperature of the inverter 54, the hydraulic oil temperature T _OIL of the automatic transmission unit 20, and the like as parameters. When the third motor M3 is selected by the motor operation determining unit 100, the rotation control unit 98 operates the first motor M1 as an auxiliary by the engine rotation speed control, and based on the allowable output of the second motor M2. The output of the first electric motor M1 and / or the third electric motor M3 may be changed. More specifically, when the first electric motor M1 functions as a generator to secure the regenerative request amount, the allowable output of the second electric motor M2 is added to the electric power generation (regeneration) of the second electric motor M2. When the first electric motor M1 is equal to or lower than the second electric motor allowable output lower limit that is experimentally determined to be generated, the first electric motor M1 may be auxiliary operated by the engine rotation speed control. Further, the output of the first electric motor M1 may be increased as the allowable output of the second electric motor M2 is lower.

  FIGS. 10 and 11 are flowcharts for explaining the main part of the control operation of the electronic control unit 80, that is, the control operation when the engine 8 is motored while the vehicle is running with the engine 8 in a non-driven state. It is repeatedly executed with an extremely short cycle time of about msec to several tens of msec.

First, at step SA1 in FIG. 10 (hereinafter, “step” is omitted) SA1 corresponding to the traveling state determination unit 92, it is determined whether or not the vehicle is traveling. For example, when the vehicle speed V is not zero and the shift position _PSH is the travel position (travel range), that is, the “R”, “D”, or “M” position, it is determined that the vehicle is traveling. If the determination of SA1 is affirmative, that is, if the vehicle is traveling, the process proceeds to SA2. On the other hand, if this determination is negative, the process proceeds to SA14 in FIG.

  In SA2 corresponding to the traveling state determination unit 92, it is determined whether or not the engine 8 is in a non-driving state. If the determination of SA2 is affirmative, that is, if the engine 8 is in a non-driving state, the process proceeds to SA3. On the other hand, if the determination of SA2 is negative, the process proceeds to SA14.

  In SA3 corresponding to the regeneration control execution determination means 94, it is determined whether or not the regeneration control is executed. When the operating point of the power transmission device 10 belongs to the regeneration region, it is affirmed that the regeneration control is executed. If this determination is affirmative, that is, if the regenerative control is executed, the process proceeds to SA4. On the other hand, if this determination is negative, the operation proceeds to SA14.

  In SA4 corresponding to the driving force responsiveness determining means 96, it is determined whether or not it is necessary to improve the response of the engine start to the acceleration request of the vehicle as compared with the case where the engine 8 is stopped. Then, it is determined whether or not it is better to rotate the engine 8 in advance in order to improve the engine responsiveness. If the determination of SA4 is affirmative, that is, if it is necessary to improve the response of the engine start, the process proceeds to SA5. On the other hand, if the determination at SA4 is negative, the operation goes to SA14.

  In SA5 corresponding to the motor operation determining means 100, the electric path amount P1_total when the engine speed control is executed by operating the first motor M1, and the engine by operating the third motor M3. The electric path amount P3_total when the rotation speed control is executed is calculated by the above equations (8) and (9), respectively. Then, it is determined whether or not the calculated electric path amounts P1_total and P3_total are compared, that is, whether or not the relationship of the formula (10) is affirmed. When this determination is affirmative, that is, when the relationship of the above formula (10) is affirmed, the operation of the third electric motor M3 is superior to the first electric motor M1 for reducing the fuel consumption rate. Therefore, the third electric motor M3 is selected as the electric motor to be operated in the engine rotation speed control (motoring of the engine 8), and the process proceeds to SA6. On the other hand, if this determination is negative, that is, if the relationship of the above equation (10) is denied, the first electric motor M1 is selected as the electric motor to be operated in the engine rotation speed control, and the process proceeds to SA11.

In SA6, it is determined whether or not the first electric motor M1 is to be operated supplementarily in the engine rotational speed control in order to maintain comfort during vehicle travel and to maintain durability of the entire power transmission device 10. For example, in the engine rotation speed control, when the third motor rotation speed N _M3 belongs to the rotation speed range set for the third motor M3 in order to keep vehicle vibration below the vibration allowable limit, It is affirmed that the first electric motor M1 is operated in an auxiliary manner. As another example, if the third electric motor M3 is operated without operating the first electric motor M1 in the engine rotation speed control, the loss and / or input / output power of the operated third electric motor M3 is When exceeding a predetermined allowable value, it is affirmed that the first electric motor M1 is operated in an auxiliary manner. As yet another example, if the third electric motor M3 is operated without operating the first electric motor M1 in the engine rotation speed control, the difference in the total operation time between the first electric motor M1 and the third electric motor M3 is obtained. If the allowable operating time difference is exceeded, it is affirmed that the first electric motor M1 is operated in an auxiliary manner. When the determination of SA6 is affirmative, that is, when the first electric motor M1 is operated supplementarily in the engine rotational speed control in order to maintain comfort and durability, the first electric motor in the engine rotational speed control is performed. The operation ratio of M1 and the third electric motor M3 is changed from the above operation ratio for operating only the third electric motor M3, and the process proceeds to SA9. On the other hand, when the determination of SA6 is negative, the process proceeds to SA7.

  In SA7, in order to secure the required regeneration amount in the regeneration control, it is determined whether or not the first electric motor M1 is operated auxiliary in the engine rotation speed control. For example, when the first electric motor M1 rotates in the negative rotation direction in the engine rotation speed control and the regenerative request amount is equal to or greater than a predetermined value, it is affirmed that the first electric motor M1 is operated in an auxiliary manner. As another example, when the first motor M1 rotates in the negative rotation direction in the engine rotation speed control and the allowable output of the second motor M2 is equal to or lower than the second motor allowable output lower limit value, the auxiliary It is affirmed that the first electric motor M1 is operated. When the determination of SA7 is affirmative, that is, when the first electric motor M1 is operated supplementarily in the engine rotational speed control in order to secure the regeneration required amount, the first electric motor in the engine rotational speed control is performed. The operation ratio of M1 and the third electric motor M3 is changed from the above operation ratio for operating only the third electric motor M3, and the process proceeds to SA10. On the other hand, if the determination of SA7 is negative, the process proceeds to SA8.

  In SA8, the engine rotation speed control is executed by operating the third electric motor M3 without operating the first electric motor M1.

  In SA9, the engine speed control is performed by operating the third electric motor M3. Further, the first electric motor M1 is operated as an auxiliary to the third electric motor M3 that is mainly operated in order to maintain the comfort during traveling of the vehicle and the durability of the entire power transmission device 10.

  In SA10, the engine speed control is executed by operating the third electric motor M3. Further, in order to secure the regenerative request amount in the regenerative control, the first electric motor M1 is operated as an auxiliary to the third electric motor M3 that is mainly operated. Note that the first electric motor M1 is operated supplementarily in both SA9 and SA10, but the operation ratios of the first electric motor M1 and the third electric motor M3 at that time may be the same or different between SA9 and SA10. It may be.

In SA11, it is determined whether or not the third electric motor M3 is to be operated supplementarily in the engine rotational speed control in order to maintain comfort during vehicle travel and to maintain durability of the entire power transmission device 10. For example, in the engine rotational speed control, when the first electric motor rotational speed _NM1 belongs to the rotational speed range set for the first electric motor M1 in order to keep vehicle vibration below the allowable vibration limit, It is affirmed that the third electric motor M3 is operated in an auxiliary manner. As another example, if the first electric motor M1 is operated without operating the third electric motor M3 in the engine rotation speed control, the loss and / or input / output power of the operated first electric motor M1 is If the predetermined allowable value is exceeded, it is affirmed that the third electric motor M3 is operated in an auxiliary manner. As yet another example, if the first electric motor M1 is operated without operating the third electric motor M3 in the engine rotation speed control, the difference in the total operation time between the first electric motor M1 and the third electric motor M3 is obtained. If the allowable operating time difference is exceeded, it is affirmed that the third electric motor M3 is operated in an auxiliary manner. When the determination of SA11 is affirmative, that is, when the third electric motor M3 is operated supplementarily in the engine rotational speed control in order to maintain comfort and durability, the first electric motor in the engine rotational speed control is performed. The operation ratio of M1 and the third electric motor M3 is changed from the above operation ratio for operating only the first electric motor M1, and the process proceeds to SA13. On the other hand, when the determination of SA11 is negative, the process proceeds to SA12.

  In SA12, the engine speed control is executed by operating the first electric motor M1 without operating the third electric motor M3.

  In SA13, the engine speed control is executed by operating the first electric motor M1. Further, the third electric motor M3 is operated as an auxiliary to the first electric motor M1 that is mainly operated in order to maintain the comfort when the vehicle is traveling and to maintain the durability of the entire power transmission device 10. SA6 to SA13 correspond to the engine rotation control means 98.

Further, SA8 or SA10, SA12, and in the engine rotational speed control executed by SA13, the first electric motor M1, the engine speed _{N E} by output adjustment of the second electric motor M2 and / or the third electric motor M3 the engine The engine speed is controlled to be the starting rotational speed N _E _st, and the output of the first electric motor M1, the second electric motor M2, and / or the third electric motor M3 is changed based on the rotational resistance of the engine 8.

  In SA14, other controls such as engine running are performed.

  The electronic control device 80 of this embodiment has the following effects (A1) to (A12). (A1) According to this embodiment, the engine rotation control means 98 operates the first electric motor M1 and / or the third electric motor M3 according to the determination or selection of the electric motor operation determination means 100 in the engine rotation speed control. The engine rotational speed control is executed by operating the first motor M1 and / or the third motor M3 at the operation ratio of the first motor M1 and the third motor M3 in which the electric path amount P_total is relatively reduced. . Accordingly, the engine speed control with the electric path amount P_total sufficiently reduced can suppress the electrical loss during motoring of the engine 8, and as a result, the fuel consumption ratio can be sufficiently reduced. . Further, the engine responsiveness, that is, the driving force responsiveness can be improved by executing the engine rotation speed control.

  (A2) Also, according to this embodiment, the engine rotation control means 98 has other conditions when the regenerative control execution determination means 94 affirms that the regenerative control is executed. Since the engine rotational speed control is executed, the engine rotational speed control is executed during the regenerative control when the reduction in the electric path amount P_total is likely to affect the fuel consumption rate of the vehicle, and the control load of the electronic control unit 80 is reduced. Therefore, it is possible to effectively reduce the fuel consumption ratio. In addition, it is possible to improve the response of the engine start at the time of the regeneration control, that is, the driving force response.

  (A3) Further, according to this embodiment, the engine rotation control means 98 rotates the engine 8 by executing the engine rotation speed control while the vehicle is running with the engine 8 in the non-driven state. It is possible to sufficiently suppress the electric loss during the motoring while improving the engine startability by the motoring of 8.

(A4) Further, according to this embodiment, the engine rotation control means 98, in the engine rotational speed control, the operation of the first electric motor M1 and / or the third electric motor M3, the engine rotational speed N _E is it engine In order to improve the start responsiveness, it is desirable to control the engine so as to have a predetermined engine start rotational speed N _E _st. The driving force responsiveness can be improved. Further, since the engine speed _NE is not increased more than necessary for improving the startability of the engine 8, energy loss due to the rotation of the engine 8 can be suppressed and the fuel consumption rate can be reduced.

  (A5) Further, according to the present embodiment, when the driving force responsiveness determining means 96 affirms that the engine rotation control means 98 needs to improve the responsiveness of the engine start, Since the engine speed control is executed under other conditions, it is possible to efficiently suppress an increase in the fuel consumption rate due to motoring of the engine 8 while ensuring the driving force response to the accelerator pedal operation. it can.

  (A6) Also, according to this embodiment, the engine rotation control means 98 performs the electric path amount P_total when the engine 8 is rotated out of the first electric motor M1 and the third electric motor M3 in the engine rotation speed control. Since the engine 8 is rotated by operating the motor M1 or M3 having a smaller value, the electric path amount P_total in the engine rotation speed control is reduced, and the electric loss at that time can be suppressed, and as a result, the fuel It is possible to sufficiently reduce the consumption ratio. Further, the engine rotation speed control is performed when the engine rotation speed control is executed by operating one of the first motor M1 and the third motor M3, rather than when both the motors M1 and M3 are operated. The control load of the electronic control device 80 can be reduced.

  (A7) According to the present embodiment, the engine rotation control means 98 executes the engine rotation speed control by operating the first motor M1 or the third motor M3 selected by the motor operation determination means 100. For example, the motor operation determining means 100 has not selected so that the vibration of the vehicle due to the engine rotational speed control is lower than a standard experimentally determined as a limit that does not impair the comfort during traveling of the vehicle. The electric motors of the first electric motor M1 and the third electric motor M3 may be changed. By doing so, it is possible to prevent impairing comfort during vehicle travel by executing the engine rotation speed control.

  (A8) According to this embodiment, the engine rotation control means 98 executes the engine rotation speed control by operating the first electric motor M1 or the third electric motor M3 selected by the electric motor operation determining means 100. For example, if the engine rotation speed control is executed by operating one of the selected first electric motor M1 and third electric motor M3, the selected first electric motor M1 or third electric motor M1 or third electric motor M3 is selected. When the loss and / or input / output power of the motor M3 exceeds the predetermined allowable value, the motor that is not selected by the motor operation determining means 100 in the engine rotation speed control is operated auxiliary. Both the first motor M1 and the third motor M3 may be operated at a predetermined operation rate. By doing so, the durability of only one of the first electric motor M1 and the third electric motor M3 is not significantly deviated and the durability of the power transmission device 10 as a whole can be prevented from decreasing.

  (A9) According to the present embodiment, the engine rotation control means 98 executes the engine rotation speed control by operating the first electric motor M1 or the third electric motor M3 selected by the electric motor operation determining means 100. For example, if the engine rotation speed control is executed by operating one of the selected first electric motor M1 and third electric motor M3, the first electric motor M1 and the third electric motor M3 are connected to each other. When the difference in the total operation time exceeds a predetermined operation time difference allowable value, the motor that is not selected by the motor operation determination means 100 in the engine rotation speed control is operated supplementarily to operate the first motor M1. And both of the third electric motor M3 may be operated at a predetermined operation rate. By doing so, the durability of only one of the first electric motor M1 and the third electric motor M3 is not significantly deviated and the durability of the power transmission device 10 as a whole can be prevented from decreasing.

  (A10) According to this embodiment, the engine rotation control means 98 changes the output of the first electric motor M1 and / or the third electric motor M3 based on the rotational resistance of the engine 8 in the engine rotation speed control. If it does so, even if the rotational resistance of the engine 8 changes, the influence with respect to the rotational speed of the engine 8 in the said engine rotational speed control can be reduced.

  (A11) Also, according to this embodiment, the engine rotation control means 98 operates the first motor M1 as an auxiliary by the engine rotation speed control when the third motor M3 is selected by the motor operation determination means 100. In addition, the output of the first electric motor M1 and / or the third electric motor M3 may be changed based on the regenerative request amount in the regenerative control, and if so, the regenerative request amount in the engine rotation speed control. Is appropriately secured.

  (A12) Also, according to this embodiment, the engine rotation control means 98 operates the first motor M1 as an auxiliary by the engine rotation speed control when the third motor M3 is selected by the motor operation determination means 100. The output of the first electric motor M1 and / or the third electric motor M3 may be changed based on the allowable output of the second electric motor M2, and if so, the first electric motor M2 as well as the first electric motor M2 may be changed. The required regeneration amount in the regeneration control can be secured using the electric motor M1.

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

  For example, in the above-described embodiment, an electric motor to be operated in the engine rotation speed control is selected so that the electric path amount P_total is reduced in the engine rotation speed control (motoring of the engine 8). In SA5 of the flowchart, P1_total and P3_total of the same dimension as the electrical path amount are compared with the power (for example, “kW”). If the magnitude relationship of the electrical path amount P_total can be determined, the parameters to be compared are compared. There is no limitation on the type (dimension, unit) of the motor, and for example, it may be the amount of electric power (unit is, for example, “kWh”) generated or consumed by each of the motors M1, M2, and M3. May be a current value (unit is “A”, for example).

  In the above-described embodiment, the control operation without SA6 and SA9, the control operation without SA7 and SA10, or the control operation without SA11 and SA13 in the flowcharts shown in FIGS. Alternatively, it may be a control operation without all those steps, that is, SA6, SA7, SA9, SA10, SA11, and SA13 in the flowchart. In the flowchart without SA6, SA7, SA9, SA10, SA11, and SA13, since both the first electric motor M1 and the third electric motor M3 are not operated simultaneously in the engine rotation speed control, the electronic control unit 80 The control load is reduced.

  Moreover, in the above-mentioned Example, the control operation | movement which does not have either one or both steps of SA3 and SA4 of the flowchart shown by FIG. 10 and FIG. 11 may be sufficient. Furthermore, the control operation without SA3, SA4, SA6, SA7, SA9, SA10, SA11, and SA13 in the flowchart may be used.

In the above-described embodiment, in SA5 of the flowchart shown in FIG. 10, it is determined whether or not the relationship of the equation (10) is affirmed, but instead of the equation (10), the equation (10) The following formula (11) or formula (12) derived by modifying the above is used, and whether the relationship of the following formula (11) is affirmed or whether the relationship of the following formula (12) is affirmed It may be determined whether or not.

In the above-described embodiment, it is described that the engine rotational speed control is executed while the vehicle is running with the engine 8 in a non-driven state, for example, while the motor is running by the second electric motor M2. The time is not limited to when the engine 8 is in a non-driven state, and the engine rotation speed control may be executed while the engine is running. For example, when the engine speed _NE is changed by the first electric motor M1 and / or the third electric motor M3 in order to operate the engine 8 so that the engine operating point follows the optimum fuel consumption rate curve of FIG. The invention may be applied. In such a case, the target engine speed in the engine speed control can be obtained from the optimum fuel consumption rate curve.

  In the above-described embodiment, more specifically, the motor operation determining means 100 can select one of the first motor M1 and the third motor M3 as the motor to be operated by the engine speed control. Although described, it is not necessary that the electric motor to be operated is alternative, the operation ratio of the first electric motor M1 and the third electric motor M3 is determined, and it is determined that both electric motors M1 and M3 are operated. Also good.

  In the above-described embodiment, the operation ratios of the first electric motor M1 and the third electric motor M3 are determined so that the electric path amount P_total at the time of executing the engine rotational speed control is relatively reduced, and the determination is made. The engine speed control is executed by operating the first electric motor M1 and / or the third electric motor M3 according to the operating ratio, and the electric path amount P_total is minimized so as to minimize the engine speed control. The cooperative control of the first electric motor M1 and the third electric motor M3 may be performed.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited thereto, and the engine 8 or the transmission member 18 to the drive wheels 34 are not limited thereto. It may be directly or indirectly connected to a power transmission path between them via a transmission, a planetary gear device, an engagement device or the like.

  Further, in the above-described embodiment, by controlling the operating state of the first electric motor M1, the differential unit 11 has the electric gear ratio γ0 continuously changed from the minimum value γ0min to the maximum value γ0max. Although the present invention functions as a step transmission, the present invention can be applied even if the gear ratio γ0 of the differential portion 11 is not changed continuously but is changed stepwise using a differential action. Can do.

  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 differential carrier CA0 is connected to the engine 8 and the third electric motor M3, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected. Although connected to the transmission member 18, the connection relationship is not necessarily limited thereto, and the engine 8, the third electric motor M 3, the first electric motor M 1, and the transmission member 18 are connected to the differential planetary gear unit 24. Any of the three elements CA0, S0, R0 may be connected.

  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 electric motor M1, the second electric motor M2, and the third electric motor M3 are disposed concentrically with the input shaft 14, and the first electric motor M1 is connected to the differential sun gear S0 and is connected to the second electric motor M2. Is connected to the transmission member 18 and the third electric motor M3 is connected to the differential part carrier CA0. The first electric motor M1 may be connected to the differential section sun gear S0, the second electric motor M2 may be connected to the transmission member 18, and the third electric motor M3 may be connected to the differential section carrier CA0 or the engine 8.

  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.

  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 the engine 8 and the differential unit 11 are connected via a clutch therebetween. May be.

  In the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the configuration is not particularly limited to this, and the power transmission device 10 as a whole is electrically operated. The present invention can be applied to any configuration provided with a function of performing a differential and a function of performing a shift on the principle different from the shift based on an electric differential as a whole of the power transmission device 10 and is mechanically independent. You don't have to. Further, the arrangement position and arrangement order of these are not particularly limited. In short, the automatic transmission unit 20 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 34.

  In addition, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices (differential planetary gear device 24), but is composed of two or more planetary gear devices in a non-differential state ( In the constant shift state), it may function as a transmission having three or more stages. The differential planetary gear unit 24 is not limited to a single pinion type, and may be a double pinion type planetary gear unit. Even in the case where the planetary gear unit is composed of two or more planetary gear units, the engine 8, the first and second electric motors M1 and M2, the transmission member 18, and the output of each planetary gear unit depending on the configuration. The shaft 22 may be connected so as to be able to transmit power, and the stepped speed change and the stepless speed change may be switched by the control of the clutch C and the brake B connected to the rotating elements of the planetary gear device.

  In the power transmission device 10 of the above-described embodiment, the first electric motor M1 and the second rotating element RE2 are directly connected, the second electric motor M2 and the third rotating element RE3 are directly connected, and the third electric motor M3. Are directly connected to the first rotating element RE1, but the first electric motor M1 is connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 is connected to the third rotating element RE3 as a clutch. The third electric motor M3 may be connected to the first rotating element RE1 via an engagement element such as a clutch.

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18 constituting a part of the power transmission path from the engine 8 to the drive wheels 34. However, the second electric motor M2 is connected to the power transmission path. In addition to being connected, it can be connected to the power distribution mechanism 16 via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 by the second electric motor M2 instead of the first electric motor M1. The power transmission device 10 may be configured to be able to control.

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

  In the above-described embodiment, the differential unit 11 includes the first electric motor M1, the second electric motor M2, and the third electric motor M3. However, the first electric motor M1, the second electric motor M2, and the third electric motor M3 are differential. The power transmission device 10 may be provided separately from the unit 11.

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

1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the vehicle power transmission device of FIG. 1 and an operation combination of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the vehicle power transmission device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles of FIG. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the vehicle power transmission device of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, and an engine It is a figure which shows an example of the driving force source switching diagram memorize | stored in advance which has the boundary line of the engine running area | region for switching between driving | running | working and motor driving | running | working, and a motor running area, It is also a figure which shows each relationship . It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. 9 is a collinear diagram illustrating an example of a differential state of a differential unit when engine motoring is performed during regenerative control in the vehicle power transmission device of FIG. Y3 is the same as that of FIG. FIG. 5 is a flowchart for explaining a main part of the control operation of the electronic control unit of FIG. 4, that is, a control operation in the case of performing motoring of the engine while the vehicle is running in a non-driven state, FIG. FIG. 5 is a flowchart for explaining a main part of the control operation of the electronic control unit of FIG. 4, that is, a control operation in the case of performing motoring of the engine while the vehicle is running in a non-driven state, FIG.

Explanation of symbols

8: Engine 10: Power transmission device (vehicle power transmission device)
11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
34: Drive wheel 56: Power storage device 80: Electronic control device (control device)
98: Engine rotation control means M1: First electric motor M2: Second electric motor M3: Third electric motor

Claims (11)

A differential mechanism, a first electric motor, and a second electric motor, which are coupled so as to be able to transmit power between the engine and the drive wheels, have one or both of the first electric motor and the second electric motor controlled. A control device for a vehicle power transmission device, comprising: an electric differential unit that controls a differential state of the differential mechanism; and a third electric motor coupled to the engine so as to be able to transmit power,
While the vehicle is running, the electric path amount that is the sum of the electric energy output from the first electric motor, the second electric motor, and the third electric motor and the electric energy supplied to these electric motors is relatively reduced. An engine rotation control means for executing engine rotation speed control by operating the first motor and / or the third motor at an operation ratio of the first motor and the third motor. Control device. The engine rotation control means executes the engine rotation speed control when regenerative control for converting the kinetic energy of the vehicle transmitted from the drive wheels into electric energy by the electric differential unit is executed. The control device for a vehicle power transmission device according to claim 1, characterized in that: 3. The vehicle according to claim 1, wherein the engine rotation control means rotates the engine by executing the engine rotation speed control while the vehicle is running in a non-driven state. Control device for power transmission device. In the engine rotation speed control, the engine rotation control means determines the rotation speed of the engine by the operation of the first electric motor and / or the third electric motor in order to improve the response of engine start. It controls so that it may become speed. The control apparatus of the power transmission device for vehicles of Claim 3 characterized by the above-mentioned. The engine rotation control means executes the engine rotation speed control when it is necessary to improve response of engine start to a vehicle acceleration request as compared with a case where the engine is stopped. The control device for a vehicle power transmission device according to claim 3 or 4. In the engine rotation speed control, the engine rotation control means operates the electric motor having a smaller electric path amount when the engine is rotated among the first electric motor and the third electric motor. The control device for a vehicle power transmission device according to any one of claims 1 to 5, wherein the control device is rotated. The engine rotation control means changes an operation ratio of the first electric motor and the third electric motor so that a vibration of the vehicle by the engine rotation speed control becomes lower than a predetermined reference. The control device for a vehicle power transmission device according to claim 5. If the engine rotation control means executes the engine rotation speed control by operating one of the first electric motor and the third electric motor, the engine rotation control means can control the first electric motor or the third electric motor to be operated. The vehicle according to any one of claims 1 to 5, wherein when the loss and / or input / output power exceeds a predetermined allowable value, the first electric motor and the third electric motor are operated. Power transmission device control device. The vehicle engine according to any one of claims 1 to 8, wherein the engine rotation control means changes the output of the first electric motor and / or the third electric motor based on a rotational resistance of the engine. Control device for power transmission device. The control of the vehicle power transmission device according to claim 2, wherein the engine rotation control means changes the output of the first electric motor and / or the third electric motor based on a regenerative request amount in the regenerative control. apparatus. The engine rotation control means changes the output of the first electric motor and / or the third electric motor based on an allowable output of the second electric motor that changes according to a predetermined condition. Control device for vehicle power transmission device.

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