JP2010023775A - Control device for power transmission device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device capable of preventing high speed rotation of a rotating element, and thereby suppressing deterioration of the durability of the rotating element and a component rotating in conjunction with the rotating element in a power transmission device for a vehicle. <P>SOLUTION: When an automatic change gear part 20 is in a power transmission state, and a neutral shift command determining means 72 positively determines that a neutral shift command N<SB>SH</SB>is given, a high speed rotation predicting and determining means 74 predicts and determines whether a third rotating element RE3 exceeds a predetermined upper limit value LMT1 to reach a high speed rotation if the automatic change gear part 20 becomes a power transmission cut-off state. When the high speed rotation predicting and determining means 74 makes a positive determination, a high speed rotation preventing means 76 maintains the automatic change gear part 20 in the power transmission state as it is. Therefore, the high speed rotation of the third rotation element RE3 is prevented, thereby suppressing the deterioration of the durability of the third rotating element RE3 and a component such as a second motor M2 rotating in conjunction with the rotating element. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle power transmission device, and relates to a technique for suppressing a decrease in durability of the vehicle power transmission device.

A differential mechanism connected between the engine and the drive wheel and a first electric motor connected to the differential mechanism so as to be able to transmit power are controlled by controlling an operating state of the first electric motor. An electric differential unit for controlling the differential state of the mechanism, a second electric motor connected to the power transmission path from the differential mechanism to the drive wheel, and a stepped portion constituting a part of the power transmission path 2. Description of the Related Art Conventionally, a vehicle power transmission device including a transmission unit is known. This vehicle power transmission device is suitably used for a hybrid vehicle, for example, the vehicle power transmission device of Patent Document 1. The control device for a vehicle power transmission device disclosed in Patent Document 1 uses the first electric motor to change the differential state of the differential mechanism to continuously change the gear ratio of the electric differential unit. Can do.
JP 2005-264762 A

  In the control device for a vehicle drive device disclosed in Patent Document 1, the stepped transmission portion is provided with the electric differential portion in order to give a drive force to the drive wheels while the vehicle is running, for example, during acceleration of the vehicle. The torque in the direction to increase the input rotational speed of the stepped transmission unit is input. Here, for example, when the power transmission path in the stepped transmission unit is suddenly interrupted due to switching from the D position to the N position by the driver's shift operation, the input rotational speed of the stepped transmission unit Since the traveling load that works in the direction of suppressing the output suddenly disappears, the output torque of the engine acting in the direction of increasing the input rotational speed of the stepped transmission unit and the differential action of the differential mechanism The rotational speed of the rotating element provided in the electric differential section or stepped transmission section increases rapidly, resulting in high-speed rotation, which may reduce the durability of the rotating element and parts that rotate in conjunction with it. . Such a problem is not yet known.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to prevent high rotation of the rotating element in the vehicle power transmission device, and thereby to rotate in conjunction with the rotating element. An object of the present invention is to provide a control device that can suppress a decrease in durability of parts to be performed.

  In order to achieve such an object, the invention according to claim 1 is: (a) a differential unit having a differential device connected between an engine and a drive wheel so as to be able to transmit power; and part of a power transmission path. And a power transmission switching unit capable of selectively switching between a power transmission enabling state in which power transmission is possible and a power transmission interruption state in which the power transmission is interrupted. (B) a neutral shift instruction determining means for determining whether or not there has been a neutral shift instruction that is a shift instruction indicating that the power transmission switching portion should be in the power transmission cutoff state; and (c) In the case where the neutral shift instruction determining means determines that the neutral shift instruction has been issued when the power transmission switching section is in the power transmission enable state, the power transmission switching section or A high-rotation prevention means for maintaining the power transmission switching portion in the power transmission enabled state when a rotation element included in the moving portion is predicted to increase the rotation speed exceeding a predetermined upper limit value; , Including.

  In the invention which concerns on Claim 2, (a) the electric motor for driving | running | working connected with the power transmission path | route of the input side of the said power transmission switching part is provided, (b) The said rotation element exceeds predetermined | prescribed upper limit value The case where high rotation is predicted is a case where the rotational speed of the electric motor for traveling exceeds a predetermined motor high rotation determination value.

  In the invention according to claim 3, the case where the rotation element is predicted to increase the rotation speed beyond a predetermined upper limit value is a case where the vehicle speed exceeds a predetermined high vehicle speed determination value. It is characterized by.

  In the invention according to claim 4, when the rotation element is predicted to increase the rotation speed beyond a predetermined upper limit value, the output torque of the engine exceeds a predetermined high torque determination value. It is a case.

  In the invention according to claim 5, when the rotation element is predicted to increase at a high rotation speed exceeding a predetermined upper limit value, the input rotation speed determination of the power transmission switching unit is a predetermined input rotation speed determination. It is a case where the value is exceeded.

  In the invention according to claim 6, (a) the power transmission switching portion is in the power transmission cut-off state when the engaging device that it has is released, and the power transmission switching portion is engaged by engaging the engaging device. (B) when the rotation element is predicted to increase the rotation speed beyond a predetermined upper limit value, the rotation speed of the engagement device is determined in advance. It is a case where it exceeds the device rotational speed judgment value.

  In the invention according to claim 7, (a) the power transmission switching unit is selectively switched between the power transmission enabling state and the power transmission cutoff state by hydraulic control, and (b) the power transmission switching unit. A manual valve for switching a hydraulic circuit for controlling the hydraulic pressure in conjunction with the shift operation is provided, and (c) the high rotation prevention means maintains the power transmission switching portion in the power transmission enabled state. In this case, the manual valve is prohibited from switching the hydraulic circuit in conjunction with a shift operation.

  In the invention according to claim 8, (a) an actuator for switching the hydraulic circuit to the manual valve based on a control signal representing the shift operation is provided, and (b) the high rotation prevention means includes the The manual valve is prohibited from switching the hydraulic circuit in conjunction with a shift operation by prohibiting the operation of the actuator based on the control signal.

  The invention according to claim 9 is characterized in that the power transmission switching unit is a transmission unit capable of changing a transmission gear ratio thereof.

  The invention according to claim 10 is characterized in that the power transmission switching unit is a stepped transmission unit capable of changing the gear ratio stepwise.

  According to an eleventh aspect of the present invention, the differential section includes a differential motor connected to the differential device so that power can be transmitted, and the differential section is controlled by the control of the differential motor. It is an electric continuously variable transmission unit capable of continuously changing the ratio.

  According to the control device for a vehicle power transmission device of the invention according to claim 1, the control device is: (a) a neutral shift instruction that is a shift instruction indicating that the power transmission switching unit should be in the power transmission cutoff state. (B) when the power transmission switching unit is in the power transmission enabled state, the neutral shift instruction determination unit determines that the neutral shift instruction has been issued. In this case, when it is predicted that the rotation element included in the power transmission switching unit or the differential unit will increase the rotation speed exceeding a predetermined upper limit value, the power transmission switching unit is set in the power transmission enabled state. And a high rotation prevention means for maintaining it as it is. Therefore, the rotation of the rotating element due to the switching of the power transmission switching unit to the power transmission cut-off state is prevented in advance, and as a result, the durability of the rotating element and the parts rotating in conjunction with the rotating element are reduced. Can be suppressed.

  Here, preferably, the predetermined upper limit value determines whether or not the rotation element or the rotation element that rotates in conjunction with the rotation element has a high rotation speed that may cause a decrease in durability. It is a judgment value for.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, it is predicted that the rotation element included in the power transmission switching unit or the differential unit exceeds the predetermined upper limit value to increase the rotation speed. The case is a case where the rotational speed of the traveling motor exceeds a predetermined motor high rotation determination value, and therefore the rotational element has the predetermined upper limit value based on the rotational speed of the traveling motor. It can be easily predicted that the rotation speed will be exceeded.

  Here, preferably, the motor high rotation determination value is a determination value corresponding to the predetermined upper limit value, and if the rotational speed of the motor for traveling exceeds the motor high rotation determination value, When the power transmission switching unit is switched to the power transmission cut-off state, the determination value is predicted to cause the rotating element to rotate at a high speed exceeding the predetermined upper limit value.

  According to the control device for a vehicle power transmission device according to the third aspect of the present invention, it is predicted that the rotation element included in the power transmission switching unit or the differential unit will increase the rotation speed exceeding a predetermined upper limit value. Since the case is a case where the vehicle speed exceeds a predetermined high vehicle speed determination value, based on the vehicle speed, it is easily predicted that the rotating element will increase the rotation exceeding the predetermined upper limit value. be able to.

  Here, preferably, the high vehicle speed determination value is a determination value corresponding to the predetermined upper limit value, and if the vehicle speed exceeds the high vehicle speed determination value, the power transmission switching unit performs power control. This is a determination value that is predicted to cause the rotating element to rotate at a higher speed exceeding the predetermined upper limit when it is switched to the transmission cut-off state.

  According to the control device for a vehicle power transmission device of the invention according to claim 4, it is predicted that the rotation element included in the power transmission switching unit or the differential unit will exceed the predetermined upper limit value to increase the rotation speed. The case is a case where the output torque of the engine exceeds a predetermined high torque determination value. Therefore, based on the output torque of the engine, the rotation element exceeds the predetermined upper limit value to increase the rotation speed. Can be easily predicted. The output torque of the engine can be estimated from, for example, the rotational speed of the engine and the opening of a throttle valve provided in the engine.

  Here, preferably, the high torque determination value is a determination value corresponding to the predetermined upper limit value, and if the output torque of the engine exceeds the high torque determination value, the power transmission switching is performed. This is a determination value that is predicted to cause the rotating element to exceed the predetermined upper limit value and to rotate at a higher speed when the part is switched to the power transmission cut-off state.

  According to the control device for a vehicle power transmission device of the invention according to claim 5, it is predicted that the rotation element included in the power transmission switching unit or the differential unit exceeds the predetermined upper limit value to increase the rotation speed. The case is a case where the input rotational speed of the power transmission switching unit exceeds a predetermined input rotational speed determination value, so that the rotation element is based on the input rotational speed of the power transmission switching unit. It can be easily predicted that the rotation speed will be increased beyond the upper limit value.

  Here, preferably, the input rotational speed determination value is a determination value corresponding to the predetermined upper limit value, and the input rotational speed of the power transmission switching unit exceeds the input rotational speed determination value. For example, when the power transmission switching unit is switched to the power transmission cut-off state, the determination value is predicted to cause the rotating element to rotate at a higher speed exceeding the predetermined upper limit value.

  According to the control device for a vehicle power transmission device of the invention according to claim 6, it is predicted that the rotation element included in the power transmission switching unit or the differential unit exceeds the predetermined upper limit value to increase the rotation speed. The case is a case where the rotation speed of the engagement device included in the power transmission switching unit exceeds a predetermined engagement device rotation speed determination value, and therefore, the rotation based on the rotation speed of the engagement device. It can be easily predicted that the element will increase in rotation exceeding the predetermined upper limit value.

  Here, preferably, the engagement device rotation speed determination value is a determination value corresponding to the predetermined upper limit value, and the rotation speed of the engagement device exceeds the engagement device rotation speed determination value. If the power transmission switching unit is switched to the power transmission cut-off state, the determination value is predicted to cause the rotational element to rotate at a high speed exceeding the predetermined upper limit value.

  According to the control device for a vehicle power transmission device of the invention according to claim 7, when the high rotation prevention means maintains the power transmission switching portion in the power transmission enabled state, the manual valve is Since it is prohibited to switch the hydraulic circuit in conjunction with the shift operation, it is possible to supply the power transmission switching unit with the hydraulic pressure necessary to maintain the power transmission switching unit in the power transmission enabled state. It is.

  According to the control apparatus for a vehicle power transmission device of the invention according to claim 8, (a) an actuator for switching the hydraulic circuit to the manual valve based on a control signal representing the shift operation is provided. b) The high rotation prevention means prohibits the manual valve from switching the hydraulic circuit in conjunction with a shift operation by prohibiting the operation of the actuator based on the control signal. Accordingly, the interlocking with respect to the shift operation of the manual valve is easily cut off by the control of the actuator, and the hydraulic pressure necessary for maintaining the power transmission switching unit in the power transmission enable state is supplied to the power transmission switching unit. It is possible.

  According to the control device for a vehicle power transmission device according to the ninth aspect of the present invention, the power transmission switching unit is a transmission unit that can change a transmission gear ratio thereof. It can be transmitted to the drive wheel.

  According to the control device for a vehicle power transmission device of the invention according to claim 10, since the power transmission switching unit is a stepped transmission unit capable of changing the gear ratio stepwise, the power transmission switching unit It is possible to increase the change range of the gear ratio while achieving downsizing.

  According to the control device for a vehicle power transmission device of the invention according to claim 11, the differential section has a differential motor coupled to the differential device so as to be able to transmit power, and the differential Because it is an electric continuously variable transmission unit that can continuously change the gear ratio of the differential unit by controlling the motor for driving, the engine is driven at a target rotational speed without being restricted by the vehicle speed. Therefore, the fuel consumption rate can be reduced.

  Preferably, in the power transmission path between the engine and the drive wheel, the engine, the differential unit, the power transmission switching unit, and the drive wheel are connected in this order.

  Preferably, the differential device included in the differential section includes a first rotating element connected to the engine so as to be able to transmit power, and a second rotating element connected so as to be able to transmit power to the differential motor. And a planetary gear device having a third rotating element coupled to the drive wheel so as to transmit power. The first rotating element is a carrier of the planetary gear device, the second rotating element is a sun gear of the planetary gear device, and the third rotating element is a ring gear of the planetary gear device. By doing so, the dimension of the differential portion in the axial center direction becomes small.

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

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

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

  The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the input shaft 14 and the first electric motor M1 connected to the differential unit planetary gear device 24 so as to be able to transmit power. A power distribution mechanism 16 serving as a differential mechanism that distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18, and a power transmission path on the input side of the automatic transmission unit 20 that rotates integrally with the transmission member 18 are connected. And a second electric motor M2. The first electric motor M1 and the second electric motor M2 are so-called motor generators that also have a power generation function, but the first electric motor M1 that functions as a differential electric motor for controlling the differential state of the power distribution mechanism 16 is opposite to the first electric motor M1. At least a generator (power generation) function for generating force is provided, and the second electric motor M2 has at least a motor (electric motor) function in order to function as a traveling motor that outputs a driving force as a driving force source for traveling.

  The power distribution mechanism 16 mainly includes, for example, a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, a switching clutch C0, and a switching brake B0. The differential unit planetary gear unit 24 corresponding to the differential unit of the present invention includes a differential unit sun gear S0, a differential unit planetary gear P0, and a differential unit that supports the differential unit planetary gear P0 so as to rotate and revolve. A differential part ring gear R0 that meshes with the differential part sun gear S0 via the carrier CA0 and the differential part planetary gear P0 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. The differential planetary gear device 24 is a differential device that is coupled between the engine 8 and the drive wheels 38 of the differential unit 11 so that power can be transmitted.

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

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

  Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) between the differential state, that is, the non-locked state, and the non-differential state, that is, the locked state. That is, the differential unit 11 (power distribution mechanism 16) operates as a continuously variable transmission in which the differential action is operable, for example, a continuously variable transmission in which the gear ratio is continuously variable. Step shift state and shift state in which electric continuously variable transmission does not operate, for example, a lock state in which a change in gear ratio is fixed without locking the continuously variable transmission operation without operating as a continuously variable transmission, that is, one or more types of shifts A constant speed change state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed operation is not possible, in other words, a gear ratio is constant. 1 step Other functions as a differential state switching device for switching selectively to the constant shifting state to operate as a transmission in a plurality of stages.

The automatic transmission unit 20 corresponding to the power transmission switching unit of the present invention can change its transmission gear ratio (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) stepwise. , 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. A device 30 is provided. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1. The first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. That is, in the automatic transmission unit 20 that constitutes a part of the power transmission path between the engine 8 and the drive wheels 38, both the first clutch C1 and the second clutch C2 that are engaging devices thereof are released. As a result, the power transmission path in the automatic transmission unit 20 enters a power transmission cut-off state in which the power transmission is cut off, and when the first clutch C1 or the second clutch C2 is engaged, the power transmission path becomes a power transmission path. The power transmission is possible. The automatic transmission unit 20 having the first clutch C1 and the second clutch C2 has a power transmission switching that can selectively switch the power transmission path between the power transmission cut-off state and the power transmission possible state by hydraulic control. It can be said that it functions as a part.

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

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

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

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

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

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

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

For example, when the switching clutch C0 and the switching brake B0 are released to switch to a continuously variable transmission state (differential state), the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. If the rotation speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant when the rotation of the differential portion sun gear S0 indicated by is increased or decreased, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. , the rotational speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 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, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection point. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. Power from the aforementioned first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Is entered. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fifth speed at the intersection of the horizontal straight line L5 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 A rotational speed of 22 is indicated.

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

The electronic control unit 40 receives a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH detected by the shift position sensor 46, and a resolver included in the first electric motor M1 from the sensors and switches shown in FIG. A signal representing the detected rotation speed N _{M1 of} the first motor _M1 (hereinafter referred to as “first motor rotation speed N _M1 ”), the rotation speed N _M2 of the second motor M2 detected by the resolver included in the second motor _M2. (hereinafter, referred to as "second electric motor rotation speed N _M2") signal representative of a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal indicating the set value of gear ratio row, M mode (manual shift running mode signal to command), air conditioning signal indicating the operation of an air conditioner, a signal indicative of the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22, the automatic An oil temperature signal indicating the hydraulic oil temperature of the speed section 20, a signal indicating a side brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, and an operation amount of the accelerator pedal 41 corresponding to the driver's output request amount (Accelerator opening) Accelerator opening signal indicating Acc, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise traveling, vehicle weight A vehicle weight signal, a wheel speed signal indicating the wheel speed of each wheel, a signal indicating the air-fuel ratio A / F of the engine 8, and the like are supplied.

Further, the electronic control device 40 sends a control signal to the engine output control device 43 (see FIG. 6) for controlling the engine output, for example, the opening degree θ _TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle operating device 97 to be operated, a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 8 by the fuel injection device 98, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 99, A supercharging pressure adjustment signal for adjusting the supercharging pressure, an electric air conditioner drive signal for operating the electric air conditioner, a command signal for commanding the operation of the electric motors M1 and M2, and a shift position (operation position for operating the shift indicator) ) Display signal, gear ratio display signal for displaying gear ratio, snow mode table for displaying that it is in snow mode Signal, an ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, an M mode display signal for indicating that the M mode is selected, and the hydraulic pressure of the differential unit 11 and the automatic transmission unit 20 Valve control signal for operating an electromagnetic valve included in the hydraulic control circuit 42 (see FIG. 6) and a manual valve 44 for switching the hydraulic circuit in the hydraulic control circuit 42 (see FIG. 6) 6), a command signal for controlling a shift-by-wire actuator 45 (hereinafter sometimes referred to as "SBW actuator 45"), and a drive for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42. Command signals, signals for driving the electric heater, signals to the cruise control computer, etc. are output respectively It is.

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

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

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

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

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

  In addition, the hydraulic control circuit 42 functions as, for example, a hydraulic switching valve capable of shutting off the hydraulic pressure supplied to the automatic transmission unit 20 and switches a hydraulic circuit for hydraulic control of the automatic transmission unit 20 (FIG. 6). And an electric SBW actuator 45 that forms part of a so-called shift-by-wire (SBW) system and is mechanically connected to the manual valve 44. Basically, the SBW actuator 45 operates the manual valve 44 to switch the hydraulic circuit based on a control signal representing the shift operation of the shift operating device 48, that is, an electrical command signal, thereby the manual valve 44. Switches the hydraulic circuit in conjunction with the shift operation. That is, the hydraulic circuit in the hydraulic control circuit 42 is switched by operating the manual valve 44 by shift-by-wire in accordance with the operation of the shift lever 52 (shift operation). For example, the forward hydraulic pressure is output at the “D” position and the “M” position, and it is possible to travel forward while shifting at the first shift speed “1st” to the fifth shift speed “5th” as the forward shift speed. In the “R” position, the reverse hydraulic pressure is output so that the vehicle can travel backward. In the “P” position and the “N” position, neither the forward hydraulic pressure nor the reverse hydraulic pressure is output, and each clutch C and brake Regardless of the operation of the solenoid valve included in the hydraulic control circuit 42 for switching B, the power transmission path in the automatic transmission unit 20 is brought into the power transmission cutoff state. The SBW actuator 45 corresponds to the actuator of the present invention.

FIG. 6 is a functional block diagram illustrating the main part of the control function by the electronic control unit 40. In FIG. 6, the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 54 determines the vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (shift diagram, shift map) shown in FIG. Based on the vehicle state indicated by the above, it is determined whether or not the shift of the automatic transmission unit 20 should be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determined shift stage is obtained. Shifting of the automatic transmission unit 20 is executed. At this time, the stepped shift control means 54 engages and / or engages the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. A release command (shift output command) is output to the hydraulic control circuit 42. The accelerator opening Acc and the required output torque T _OUT (vertical axis in FIG. 7) of the automatic transmission unit 20 have a correspondence relationship in which the required output torque T _OUT increases in accordance with the increase in the accelerator opening Acc. Therefore, the vertical axis of the shift diagram in FIG. 7 may be the accelerator opening Acc.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the power transmission device 10, that is, the differential state of the differential unit 11, while driving the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the force distribution and the reaction force generated by the first motor M1 so as to be optimized. For example, at the traveling vehicle speed at that time, the vehicle target (request) output is calculated from the accelerator pedal operation amount (accelerator opening) Acc and the vehicle speed V as the driver output request amount, and the vehicle target output and the charge request value are calculated. To calculate the required total target output, calculate the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so that the total target output can be obtained. so that the resulting engine speed N _E and engine torque T _E to control the amount of power generated by the first electric motor M1 controls the engine 8.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such 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 52, for example, drivability when continuously-variable shifting control in the output torque in the two-dimensional coordinates to the (engine torque) T _E parameters of the engine rotational speed N _E and the engine 8 as shown in FIG. 8 An optimum fuel consumption rate curve L _EF (fuel consumption map, relationship), which is a kind of operation curve of the engine 8 that has been experimentally determined in advance so as to achieve both fuel efficiency and fuel efficiency, is stored in advance, and the optimum fuel consumption rate curve L For example, the target output (total target output, required driving force) is satisfied so that the engine 8 can be operated while the operating point P _EG of the engine 8 (hereinafter referred to as “engine operating point P _EG ”) is aligned with the _EF. Target value of the total gear ratio γT of the power transmission device 10 so that the engine torque T _E and the engine rotation speed N _E for generating the engine output necessary for this are obtained. And the gear ratio γ0 of the differential section 11 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within the changeable range of the gearshift, for example, in the range of 13 to 0.5. Here, the above-mentioned engine operating point P _EG, the operating state of the engine 8 in the engine rotational speed N _E and the two-dimensional coordinates with coordinate axes state quantity indicating the operating state of the engine 8 is exemplified by such engine torque T _E This is the operating point shown.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. 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 58. 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.

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

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

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

The hybrid control means 52 rotates the first electric motor by the electric CVT function (differential action) of the differential section 11 in order to suppress dragging of the stopped engine 8 and improve fuel consumption during the motor running. the speed N _M1 controlled for example by idling a negative rotational speed, to maintain the engine speed N _E at zero or substantially zero by the differential action of the differential portion 11.

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

For example, the engine start / stop control means 66, as indicated by the point a → the point b of the solid line B in FIG. 7, the accelerator pedal 41 is depressed to increase the required output torque T _OUT and the vehicle state changes from the motor travel region to the engine. when the changes to the running region, by raising the first electric motor speed N _M1 is energized to the first electric motor M1, i.e. it to function first electric motor M1 as a starter, raising the engine rotational speed N _E, performing starting of the engine 8 so as to ignite a predetermined engine speed N _{E 'for} example autonomous rotatable engine speed N _E at the ignition device 99, switching from the motor running by the hybrid control means 52 to the engine running. At this time, engine start stop control means 66 may be pulled up until the engine rotational speed N _E promptly predetermined engine rotational speed N _{E 'by} raising the first electric motor speed N _M1 quickly. Thereby, the resonance region in the engine rotation speed region below the well-known idle rotation speed N _EIDL can be quickly avoided, and the vibration at the start is suppressed.

Further, the engine start / stop control means 66, as indicated by the point b → point a of the solid line B in FIG. 7, the accelerator pedal 41 is returned to reduce the required output torque T _OUT and the vehicle state changes from the engine travel region to the motor travel. In the case of changing to the region, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the engine traveling by the hybrid control means 52 is switched to the motor traveling. At this time, engine start stop control means 66 may lower the engine rotational speed N _E to promptly zeroed or nearly zeroed by lowering the first electric motor speed N _M1 quickly. As a result, the resonance region can be quickly avoided, and vibration during stoppage is suppressed. Alternatively, engine start stop control means 66, before the fuel cut lower the engine rotational speed N _E by pulling down the first electric motor speed N _M1, the engine to the fuel cut at a predetermined engine speed N _{E '8} May be stopped.

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

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the remaining charge SOC of the power storage device 60 decreases when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8 and the first motor is generated. Even if the rotation speed of M1 is increased and the second motor rotation speed N _M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) when the vehicle is stopped, the engine rotation speed N is caused by the differential action of the power distribution mechanism 16. _E is maintained above the rotational speed at which autonomous rotation is possible.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. the engine rotational speed N _E is caused to maintain the arbitrary rotation speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed N _E, while maintaining the second-motor rotation speed N _M2, bound with the vehicle speed V substantially constant first 1 Increase the motor rotation speed _NM1 .

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

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

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

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

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

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

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

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

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

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and is not only the driving torque or driving force at the driving wheels 38, but also, for example, the output torque T _OUT of the automatic transmission unit 20, the engine torque T _E, and the vehicle acceleration, for example, the accelerator opening or the throttle valve opening theta _{TH (or} intake air quantity, air-fuel ratio, fuel injection amount) and the engine torque T _E which is calculated based on the engine rotational speed N _E, etc. Required (target) engine torque T _E calculated based on the actual value of the driver, the accelerator pedal operation amount or the throttle opening, etc., the required (target) output torque T _{OUT of} the automatic transmission unit 20, the required driving force, etc. May be an estimated value. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

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

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

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

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

The automatic transmission unit 20 is in a neutral state in which the power transmission path from the second electric motor M2 to the drive wheels 38 is interrupted, for example, when the shift lever 49 is operated from the D position to the N position by a passenger while the vehicle is traveling. In this case, the traveling load acting in a direction to suppress the increase in the rotation speed N _{18 of the} transmission member ₁₈ (hereinafter referred to as “transmission member rotation speed N ₁₈ ”), which is the input rotation speed of the automatic transmission unit 20, suddenly decreases. or disappears, the transmitting member rotational speed N ₁₈ will rise rapidly to high-speed rotation, there is a possibility that affect its durability. Therefore, control for suppressing the transmission member 18 from rotating at a high speed is executed. Hereinafter, the main part of the control function will be described.

Returning to FIG. 6, the neutral shift command determination means 72 determines whether there is a neutral shift instruction N _SH automatic shifting portion (power transmission switching unit) 20 is a shift instruction to said power transmission interrupted state . For example, when the shift lever 49 is shifted from the “D” position or the “M” position to the “N” position, or when the shift lever 49 is shifted from the “D” range or the “M” range to the “N” range. The neutral shift instruction _NSH is input from the shift operation device 48 to the electronic control device 40. Therefore, specifically, in the present embodiment, the neutral shift instruction determination means 72 performs the neutral shift instruction N when the shift lever 49 is shifted from the “D” position or the “M” position to the “N” position. A determination is made to affirm that there was _SH .

Even if the neutral shift instruction _NSH is given, the automatic transmission unit 20 is in the state where the power can be transmitted until the clutch C and the brake B in the automatic transmission unit 20 are actually released to be in the neutral state. When the automatic shifting portion 20 as a power transmitting state, when said had neutral shift instruction N _SH is affirmed by the neutral shift command determination means 72, the high speed rotation predictor means 74, the automatic transmission When the part 20 is in the power transmission cut-off state, the third rotational element RE3 (transmission member 18), which is one of the rotational elements included in the automatic transmission part 20 or the differential part 11, has a predetermined upper limit value LMT1. It is predicted and judged whether or not high rotation speed will be exceeded. If the third rotation element RE3 is rotated at a rotational speed higher than the predetermined upper limit value LMT1, the durability of the third rotation element RE3 and components rotating in conjunction with the third rotation element RE3 may be reduced. It is a judgment value set experimentally to be judged.

Here relates predictor of the high speed rotation predictor means 74, for example, the current vehicle speed V, the power of the automatic transmission portion 20 and the second electric motor rotation speed N _M2, some or all of the engine torque T _E as a parameter If the transmission path is interrupted, the extent to which the transmission member rotational speed N ₁₈ (second motor rotational speed N _M2 ) increases is obtained in advance through experiments or the like and stored in the high revolution prediction determination means 74. based high speed rotation predictor means 74 can predict the transmitting member rotational speed N ₁₈ of the case of the power transmitting path of the automatic shifting portion 20 is interrupted. Accordingly, in this embodiment, when the automatic shift unit 20 is in a power transmission enabled state, when the neutral shift instruction determination unit 72 affirms the determination, for example, the high rotation prediction determination unit 74 performs the second motor rotation. It is determined whether or not the speed N _M2 exceeds a predetermined motor high rotation determination value LMT1 _M2 , and if the second motor rotation speed N _M2 exceeds the motor high rotation determination value LMT1 _M2 , A prediction determination is made to affirm that it is predicted that the three-rotation element RE3 will increase the rotation speed exceeding the upper limit value LMT1. Of its electric motor high rotation judging value LMT1 _M2, third rotating element when the second electric motor rotation speed N _M2 is long as is beyond the determination value LMT1 _M2, the power transmitting path of the automatic shifting portion 20 is interrupted This is an experimentally determined determination value that is predicted to cause RE3 (transmission member 18) to rotate faster than the upper limit value LMT1. In this embodiment is the same and the rotational speed and the second electric motor rotation speed N _M2 of the third rotating element RE3, as shown in FIG. 1, the motor high rotation judging value LMT1 _M2 is the third rotating element RE3 Since it is a determination value for predicting that the engine speed is increased beyond the upper limit value LMT1, the motor high rotation determination value LMT1 _M2 is lower than the upper limit value LMT1.

The high speed rotation predictor means 74 may instead of the second electric motor rotation speed N _M2 to the prediction made based on parameters such as the vehicle speed V and the engine torque T _E. For example, if you shall the predictor based on the vehicle speed V instead of the second electric motor rotation speed N _M2, in this embodiment the rotation of the third rotating element RE3 are identical rotational speed and the second electric motor rotation speed N _M2 Since the speed and the vehicle speed V are in a one-to-one relationship when the transmission ratio of the automatic transmission unit 20 is determined, the high vehicle speed determination value LMT1 _V for determining the vehicle speed V is used as a reference for the motor high rotation determination value LMT1 _M2 . In accordance with the gear ratio of the automatic transmission unit 20, that is, corresponding to each gear position of the automatic transmission unit 20. If the neutral shift instruction determination means 72 affirms the determination when the automatic transmission section 20 is in a state where power can be transmitted, the high rotation speed prediction determination means 74 determines the gear ratio (shift stage) of the automatic transmission section 20. ) To determine the high vehicle speed determination value LMT1 _V , determine whether the vehicle speed V exceeds the high vehicle speed determination value LMT1 _V, and determine the high vehicle speed determined according to the gear ratio of the automatic transmission unit 20. When the vehicle speed V exceeds the determination value LMT1 _V , a prediction determination may be made to affirm that it is predicted that the third rotation element RE3 will increase the rotation beyond the upper limit value LMT1.

When it is assumed that instead of the second electric motor rotation speed N _M2 to the prediction decision based on the engine torque T _E, for example, high-speed rotation predictor means 74, the automatic transmission portion 20 is a power transmitting state in the case where the neutral shift command determination means 72 has affirmed the determination when, beyond the high torque determination value LMT1 _TE of the engine torque T _E that is estimated from the engine speed N _E and the throttle valve opening theta _TH is predetermined determine dolphin whether, when the engine torque T _E exceeds the high torque determination value LMT1 _TE is, that the that the third rotating element RE3 are high speed rotation exceeding the upper limit LMT1 predicted You may make the prediction judgment which affirms.

The second motor rotation speed N _M2 is one-to-one with the input rotation speed (transmission member rotation speed N ₁₈ ) of the automatic transmission unit 20 and the rotation speed N _C12 of the engagement devices (clutch) C1 and C2 of the automatic transmission unit 20. Since there is a correspondence relationship, the second motor rotation speed _NM2 may be replaced by them, and the high rotation speed prediction determination means 74 may make the prediction determination. For example, when the automatic shifting portion 20 is neutral shift command determination means 72 when a power transmitting state is affirmed its determination, the high speed rotation predictor means 74, an input rotational speed N ₁₈ of the automatic shifting portion 20 determining whether or not exceed the input rotation speed determining value LMT1 ₁₈ predetermined, if the input rotation speed N ₁₈ is greater than the input rotation speed determining value LMT1 ₁₈ thereof, the third rotating element RE3 A prediction determination may be made to affirm that it is predicted that the rotation speed is increased beyond the upper limit value LMT1. Alternatively, in the above case, the high rotation prediction determination means 74 determines whether or not the rotation speed N _C12 of the engagement devices C1 and C2 exceeds a predetermined engagement device rotation speed determination value LMT1 _C12. , if the rotational speed N _C12 exceeds the engaging device rotation speed determining value LMT1 _C12 is affirmative the fact that is expected that the third rotating element RE3 are high speed rotation exceeding the upper limit LMT1 A prediction judgment may be made. The high vehicle speed determination value LMT1 _V , the high torque determination value LMT1 _TE , the input rotation speed determination value LMT1 ₁₈ , and the engagement device rotation speed determination value LMT1 _C12 are determination values corresponding to the motor high rotation determination value LMT1 _M2 , respectively. Te, the like the electric motor high rotation determination value LMT1 _M2, the vehicle speed V is a parameter obtained by replacing the second electric motor rotation speed N _M2, the engine torque T _E, the input rotational speed N ₁₈ of the automatic shifting portion _20, the engagement device C1 , C2 if the rotational speed N _C12 exceeds the judgment values LMT1 _V , LMT1 _TE , LMT1 ₁₈ , LMT1 _C12 , the third rotational element RE3 is assumed when the power transmission path in the automatic transmission 20 is interrupted. This is an experimentally obtained determination value that is predicted to cause the (transmission member 18) to rotate at a high speed exceeding the upper limit value LMT1.

Further, the high revolution prediction determination unit 74 may perform the prediction determination based on a plurality of parameters, instead of performing the prediction determination based on only one of the parameters. A second electric motor rotation speed N _M2, will be described for the case of the predictor based on the throttle valve opening theta _TH corresponding to the engine torque T _E, for example, when the automatic shifting portion 20 as a power transmitting state When the neutral shift instruction determination means 72 affirms the determination, the high rotation speed prediction determination means 74 determines that the motor high rotation determination value LMT1 _M2 is the second motor rotation speed _NM2 as the motor rotation speed first determination value. if not exceeded, the second electric motor rotation speed N _M2 is the motor high rotation determination value (first determination value electric motor rotation speed) LMT1 motor is set to a value lower than the _M2 rotational speed second determination value Lmt2 _M2 It is determined whether or not the throttle valve opening θ _TH exceeds the predetermined throttle valve opening determination value LMT2 _TH . As a result, when the second motor rotation speed N _M2 exceeds the motor rotation speed second determination value LMT2 _M2 and the throttle valve opening θ _TH exceeds the throttle valve opening determination value LMT2 _TH A prediction determination may be made to affirm that it is predicted that the third rotation element RE3 will increase the rotation speed exceeding the upper limit value LMT1. The motor rotation speed the second judgment value Lmt2 _M2 and the throttle valve opening determining value Lmt2 _TH, the second electric motor rotation speed N _M2 and the throttle valve opening theta _TH is both long as more than the determination value Lmt2 _M2, Lmt2 _TH For example, when it is assumed that the power transmission path in the automatic transmission unit 20 is interrupted, the third rotation element RE3 (transmission member 18) is predicted to be expected to increase the rotation beyond the upper limit value LMT1. Judgment value.

Further, when making the prediction determination based on a plurality of parameters, the high-rotation prediction determination means 74 stores in advance a map having those parameters as coordinate axes, and makes the prediction determination based on the map. Good. In that case, for example, when the automatic shift unit 20 is in a power transmission enabled state and the neutral shift instruction determination means 72 affirms the determination, the high rotation speed prediction determination means 74 is as shown in FIG. to the prediction decision based and a vehicle speed V or the second electric motor rotation speed N _M2 and engine torque T _E to map the coordinate axes. In the map of FIG. 9, is expected to lower the vehicle speed V side or at low engine torque T _E side is at a low second-motor rotation speed N _M2 side, the third rotating element RE3 are not high speed rotation exceeding the upper limit LMT1 that region or in the grant region interrupting the power transmitting path of the automatic shifting portion 20 based on the neutral shift instruction N _SH is permitted, whereas a region other than the authorized region, the third rotating element RE3 is the upper limit regions are predicted to high speed rotation beyond LMT1 i.e. unauthorized area blocked is not allowed in the power transmitting path of the automatic shifting portion 20 based on the neutral shift instruction N _SH. That is, the high speed rotation predictor means 74 in FIG. 9, the vehicle speed V or the second electric motor operating point of the rotation speed N _M2 and power transmitting apparatus 10 which is determined from the relationship between the engine torque T _E is the non-allowed region If it is, a prediction determination is made to affirm that it is predicted that the third rotation element RE3 will be rotated at a high speed exceeding the upper limit value LMT1. On the other hand, when the operating point of the power transmission device 10 is within the permission region, a prediction determination is made to deny the above. The map of FIG. 9 shows that the high rotation speed in which the permitted area and the non-permitted area are experimentally obtained in advance so that it can be determined whether or not the third rotation element RE3 exceeds the upper limit value LMT1. It is a conversion prediction map.

When the prediction determination that affirms that the third rotation element RE3 exceeds the upper limit value LMT1 and is predicted to increase the rotation is made by the high rotation prediction determination unit 74, the high rotation prevention unit 76 The automatic transmission unit (power transmission switching unit) 20 is maintained in the power transmission enabled state. Conversely, if the predicted decision to deny the fact is performed by a high speed rotation predictor means 74, high-speed rotation preventing means 76, the power of the automatic shifting portion 20 in accordance with the neutral shift instruction N _SH The power transmission state is switched to the power transmission cutoff state.

  Specifically, the high rotation prevention means 76, when maintaining the automatic transmission unit 20 in the power transmission enabled state, the SBW based on a control signal that is an electrical command signal indicating a shift operation of the shift operation device 48. By prohibiting the operation of the actuator 45, the manual valve 44 is prohibited from switching the hydraulic circuit in the hydraulic control circuit 42 in conjunction with the shift operation, that is, the hydraulic pressure to the automatic transmission unit 20 is changed to the manual valve 44. For example, the current position such as the D position is held. The high rotation prevention means 76 prohibits the switching of the hydraulic circuit by the manual valve 44 and, for example, prohibits the operation of the clutch C and the brake B of the automatic transmission unit 20, so that the automatic transmission unit 20 Maintain the current gear position. Thereby, the automatic transmission unit 20 is maintained in the power transmission enabled state.

Then, the high rotation prevention means 76, for example, when the automatic transmission unit 20 starts to maintain the power transmission state, the third rotation element RE3 increases the rotation speed exceeding the upper limit value LMT1. The automatic transmission unit 20 is stopped from being maintained in the power transmission enabled state after a predetermined time has elapsed since the time when the prediction determination that affirms the prediction is made by the high-rotation prediction determination means 74. the automatic shifting portion 20 in accordance with the neutral shift command N _SH may be switched to the power transmission interrupted state from the power transmitting state. Here, the predetermined time period until the automatic transmission unit 20 is stopped from being maintained in the power transmission state is determined by an experiment or the like in consideration of the durability of the second electric motor M2, and the high rotation prevention means 76 is preliminarily determined. Is remembered. Alternatively, the high rotation speed preventing means 76 stops the high rotation speed prediction determination means 74 from affirming the prediction determination when the automatic transmission unit 20 starts to be maintained in the power transmission enabled state. after negating the prediction determination Te, the automatic transmission portion 20 is stopped to remain in the power transmitting state, the power transmission interrupting the automatic shifting portion 20 from the power transmitting state in accordance with the neutral shift instruction N _SH You may switch to the state.

  FIG. 10 shows that the transmission member 18 rotates at a high speed due to a main part of the control operation of the electronic control unit 40, that is, a shift operation for switching from the D position to the N position while the vehicle is running. It is a flowchart explaining the control operation | movement to suppress, for example, is repeatedly performed with the extremely short cycle time of about several msec thru | or several dozen msec.

First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the neutral shift instruction determination means 72, it is determined whether or not the neutral shift instruction _NSH has been received. For example, when the shift lever 49 is shifted from the “D” position or the “M” position to the “N” position, it is affirmed that the neutral shift instruction _NSH has been issued. If the determination in SA1 is positive, i.e., when there is the neutral shift instruction N _SH proceeds to SA2. On the other hand, if the determination at SA1 is negative, the operation goes to SA7.

In SA2, the second electric motor rotation speed N _M2 is the motor rotation speed first determination value whether exceeds (motor high rotation determination value) LMT1 _M2 are determined. The electric motor rotation speed first determination value LMT1 _M2 is set to about 6000 rpm, for example. If the determination in SA2 is affirmative, i.e., if the second electric motor rotation speed N _M2 exceeds the first determination value LMT1 _M2 motor rotation speed, the process proceeds to SA5. On the other hand, if the determination at SA2 is negative, the operation goes to SA3.

In SA3, it is determined whether or not the second motor rotation speed N _M2 exceeds the motor rotation speed second determination value LMT2 _M2 . The motor rotation speed second determination value LMT2 _M2 is set to about 4000 rpm, for example. If the determination in SA3 is positive, i.e., if the second electric motor rotation speed N _M2 exceeds the second determination value Lmt2 _M2 motor rotation speed, the process proceeds to SA4. On the other hand, if the determination at SA3 is negative, the operation goes to SA6.

In SA4, it is determined whether or not the throttle valve opening θ _TH exceeds the throttle valve opening determination value LMT2 _TH . The throttle valve opening determination value LMT2 _TH is set to about 60%, for example. In short, in SA4, when it is assumed that the power transmission path in the automatic transmission unit 20 is interrupted, the engine torque is predicted such that the second electric motor M2 (transmission member 18) is predicted to increase the rotation beyond the predetermined value LMT1. It is determined whether _TE is large. If the determination at SA4 is affirmative, that is, if the throttle valve opening θ _TH exceeds the throttle valve opening determination value LMT2 _TH , the process proceeds to SA5. On the other hand, if the determination at SA4 is negative, the operation goes to SA6. Note that SA2, SA3, and SA4 correspond to the high revolution prediction determination means 74.

In SA5, the automatic transmission unit (power transmission switching unit) 20 is maintained in the power transmission enabled state. That is, the N inhibit control the neutral shift instruction N _SH automatic shifting portion 20 despite had prohibits to become a neutral state is implemented. In the N inhibit control, in order to maintain the automatic transmission unit 20 in the power transmission enabled state, specifically, the operation of the SBW actuator 45 based on the control signal indicating the shift operation of the shift operation device 48 is prohibited, thereby The manual valve 44 is prohibited from switching the hydraulic circuit in the hydraulic control circuit 42. That is, the manual valve 44 is held in the D position. In addition to the prohibition of the switching of the hydraulic circuit by the manual valve 44, for example, the operation of the clutch C and the brake B of the automatic transmission unit 20 is also prohibited, and the current speed of the automatic transmission unit 20 is maintained. Further, if there is a shift range display device during the N inhibit control, the display is not “N” but “D” or “M”. In the case where the N inhibit control is started, for example, from the control start after a predetermined time has elapsed from the N inhibit control is finished, the neutral shift instruction N _SH automatic shifting portion 20 is capable of transmitting power according to the state It may be switched to a power transmission cutoff state.

In SA6, the automatic shifting portion 20 is switched from the power transmitting state to the power transmission interrupted state (neutral state) in accordance with the neutral shift instruction N _SH. That is, C1 release control for releasing the first clutch C1 is performed when the first clutch C1 is engaged, and C2 for releasing the second clutch C2 when the second clutch C2 is engaged. Release control is performed, whereby the automatic transmission unit 20 is switched to the neutral state. The SA5 and SA6 correspond to the high rotation prevention means 76.

  In SA7, other controls such as a shift control while the vehicle is running are performed.

Here, in the flowchart of FIG. 10, SA2 to SA4 of FIG. 10 may be replaced with SA2 ′ shown in FIG. In its SA2 ', in the high speed rotation prediction map of FIG. 9, the operating point of the power transmission device 10 and the vehicle speed V or the second electric motor rotation speed N _M2 and engine torque T _E and parameters the permission of FIG It is determined whether it is within the area. If the determination of SA2 ′ is affirmative, that is, if the operating point of the power transmission device 10 is within the permitted region of FIG. 9, the process proceeds to SA6 of FIG. On the other hand, if the determination of SA2 ′ is negative, that is, if the operating point of the power transmission device 10 is within the non-permitted region of FIG. 9, the process proceeds to SA5 of FIG. Note that SA2 ′ corresponds to the high revolution prediction determination means 74.

This embodiment has the following effects (A1) to (A11). (A1) According to the present embodiment, when the automatic transmission 20 is in a state where power can be transmitted, when the neutral shift instruction _NSH is affirmed by the neutral shift instruction determination means 72, the high speed When the automatic transmission unit 20 is in the power transmission cut-off state, the optimization prediction determination unit 74 determines that the third rotation element RE3 (transmission member 18) included in the automatic transmission unit 20 or the differential unit 11 has the upper limit value. Predict and judge whether high speed will be exceeded beyond LMT1. Then, when the prediction determination that affirms that the third rotation element RE3 exceeds the upper limit value LMT1 and is predicted to increase the rotation is made by the high rotation prediction determination means 74, the high rotation prevention means 76 maintains the automatic transmission unit (power transmission switching unit) 20 in the power transmission enabled state. Therefore, high rotation of the third rotation element RE3 (transmission member 18) due to the automatic transmission unit 20 being switched to the power transmission cut-off state is prevented, and as a result, the third rotation element RE3 and the third rotation element RE3 are prevented. The durability of components such as the second electric motor M2, the clutches C1 and C2, and the differential planetary gear P0 that rotate in conjunction can be suppressed.

(A2) According to this embodiment, when the automatic shift unit 20 is in a power transmission enabled state, when the neutral shift instruction determination unit 72 affirms the determination, for example, the high rotation speed prediction determination unit 74 motor rotation speed N _M2, it is determined whether it exceeds the motor high rotation determination value LMT1 _M2, when the second electric motor rotation speed N _M2 exceeds the motor high rotation judging value LMT1 _M2 is first A prediction determination is made to affirm that it is predicted that the three-rotation element RE3 will increase the rotation speed exceeding the upper limit value LMT1. That is, it is predicted that the third rotation element RE3 (transmission member 18), which is one of the rotation elements included in the automatic transmission unit 20 or the differential unit 11, will increase the rotation exceeding the upper limit value LMT1, and the high rotation prediction prediction is made. The case predicted by the means 74 is a case where the second motor rotation speed N _M2 exceeds the motor high rotation determination value by LMT1 _M2 . Therefore in case you do so, can be based on the second electric motor rotation speed N _M2, the third rotary element RE3 can easily predict whether a high-speed rotation exceeding the upper limit LMT1.

(A3) According to this embodiment, when the neutral shift instruction determination means 72 affirms the determination when the automatic transmission unit 20 is in a power transmission enabled state, for example, the high rotation speed prediction determination means 74 It is determined whether or not _V exceeds the high vehicle speed determination value LMT1 _{V. If the} vehicle speed V exceeds the high vehicle speed determination value LMT1 _V , the third rotation element RE3 exceeds the upper limit value LMT1. A prediction determination may be made to affirm that it is predicted that the rotation speed will be increased. That is, the vehicle speed V exceeds the high vehicle speed determination value LMT1 _V when the high rotation speed prediction determination means 74 predicts that the third rotation element RE3 will increase the rotation exceeding the upper limit value LMT1. It may be a case. Therefore, in such a case, based on the vehicle speed V, it can be easily predicted whether or not the third rotation element RE3 exceeds the upper limit value LMT1 to increase the rotation speed.

(A4) According to the present embodiment, when the automatic shift unit 20 is in a state where power can be transmitted, when the neutral shift instruction determination unit 72 affirms the determination, for example, the high revolution prediction determination unit 74 it is determined whether the torque T _E exceeds the high torque determination value LMT1 _TE, when the engine torque T _E exceeds the high torque determination value LMT1 _TE, the third rotating element RE3 said upper limit value A prediction determination may be made to affirm that it is predicted that the rotation speed will exceed LMT1. That is, a case where the third rotating element RE3 is predicted that a high-speed rotation exceeding the upper limit value LMT1 is by high speed rotation predictor means 74, the engine torque T _E exceeds the high torque determination value LMT1 _TE It may be the case. Therefore in case you do so, the engine from the rotational speed N _E and the throttle valve opening theta _TH estimates the engine torque T _E, based on the estimated engine torque T _E, the third rotating element RE3 is the upper limit It can be easily predicted whether or not the rotation speed will exceed LMT1.

(A5) According to the present embodiment, when the automatic shift unit 20 is in a power transmission enabled state, when the neutral shift instruction determination unit 72 affirms the determination, for example, the high rotation speed prediction determination unit 74 It is determined whether or not the input rotational speed N ₁₈ of the transmission unit 20 exceeds the input rotational speed determination value LMT1 ₁₈ , and if the input rotational speed N ₁₈ exceeds the input rotational speed determination value LMT1 ₁₈ A prediction determination may be made to affirm that it is predicted that the third rotation element RE3 will increase the rotation speed exceeding the upper limit value LMT1. That is, a case where the third rotating element RE3 is predicted that a high-speed rotation exceeding the upper limit value LMT1 is by high speed rotation predictor means 74, an input rotational speed N ₁₈ is input rotation speed of the automatic shifting portion 20 That is, the judgment value LMT1 ₁₈ may be exceeded. Therefore in such a case, based on the input rotation speed N ₁₈ of the automatic shifting portion 20, the third rotary element RE3 are able to predict easily whether a high-speed rotation exceeding the upper limit value LMT1 it can.

(A6) According to this embodiment, when the automatic shift unit 20 is in a state where power can be transmitted, when the neutral shift instruction determination unit 72 affirms the determination, for example, the high rotation speed prediction determination unit 74 It is determined whether or not the rotation speed N _C12 of the engagement devices C1 and C2 included in the transmission unit 20 exceeds the engagement device rotation speed determination value LMT1 _C12 , and the rotation speed N _C12 is determined as the engagement device rotation speed determination. When the value exceeds the value LMT1 _C12 , a prediction determination may be made to affirm that it is predicted that the third rotation element RE3 will increase the rotation speed exceeding the upper limit value LMT1. That is, the case where the high rotation prediction determination means 74 predicts that the third rotation element RE3 exceeds the upper limit value LMT1 to increase the rotation speed is related to the rotation speed N _C12 of the engagement devices C1 and C2. This means that it may be a case where the combined device rotational speed judgment value LMT1 _C12 is exceeded. Therefore in such a case, based on the rotational speed N _C12 of the engagement devices C1, C2, the third rotating element RE3 are readily predict whether a high-speed rotation exceeding the upper limit value LMT1 be able to.

  (A7) According to the present embodiment, when the automatic transmission unit 20 is maintained in the power transmission enabled state, the high-rotation prevention means 76 is interlocked with the shift operation of the shift operation device 48. Therefore, switching of the hydraulic circuit in the hydraulic control circuit 42 is prohibited, so that the automatic transmission unit 20 does not shut off the hydraulic pressure necessary for maintaining the automatic transmission unit 20 in the power transmission enabled state without being cut off by the manual valve 44. Can be supplied.

  (A8) According to the present embodiment, the high rotation prevention means 76, when maintaining the automatic transmission unit 20 in the power transmission enabled state, an electrical command signal indicating the shift operation of the shift operation device 48 ( By prohibiting the operation of the shift-by-wire actuator 45 based on the control signal), the manual valve 44 is prohibited from switching the hydraulic circuit in the hydraulic control circuit 42 in conjunction with the shift operation. Accordingly, the control of the shift-by-wire actuator 45 easily cuts off the interlocking with respect to the shift operation of the manual valve 44 and supplies the automatic transmission unit 20 with the hydraulic pressure necessary for maintaining the automatic transmission unit 20 in the power transmission state. Is possible.

  (A9) According to the present embodiment, since the automatic transmission unit 20 is a transmission unit that can change the transmission gear ratio, the rotation of the engine 8 can be increased / decreased and transmitted to the drive wheels 38. .

  (A10) According to the present embodiment, since the automatic transmission unit 20 is a stepped transmission unit that can change its transmission ratio stepwise, a change in the transmission ratio is achieved while downsizing the automatic transmission unit 20. It is possible to increase the width.

  (A11) According to the present embodiment, the differential section 11 has the first electric motor (differential motor) M1 connected to the differential section planetary gear device 24 so as to be able to transmit power, and the first motor It functions as an electrical continuously variable transmission (continuously variable transmission) that can continuously change the speed ratio γ0 from the minimum value γ0min to the maximum value γ0max by controlling the electric motor M1. Therefore, the engine 8 can be driven at a target rotational speed without being constrained by the vehicle speed V, and therefore the fuel consumption rate can be reduced.

  Subsequently, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  FIG. 12 is a skeleton diagram illustrating the configuration of a vehicle power transmission device 110 (hereinafter referred to as “power transmission device 110”) according to another embodiment of the present invention, and FIG. 13 is a shift stage of the power transmission device 110. FIG. 14 is a collinear diagram illustrating the speed change operation of the power transmission device 110. FIG.

  The power transmission device 110 includes the differential unit 11 including the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, and the differential unit 11 and the output shaft 22 in the same manner as in the above-described embodiment. And a forward three-stage automatic transmission unit 112 connected in series via a transmission member 18. The power distribution mechanism 16 includes, for example, a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission unit 112 includes a single pinion type first planetary gear device 26 having a predetermined gear ratio ρ1 of about “0.532”, for example, and a single pinion having a predetermined gear ratio ρ2 of about “0.418”, for example. And a second planetary gear device 28 of the type. The first sun gear S1 of the first planetary gear device 26 and the second sun gear S2 of the second planetary gear device 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The first carrier CA1 of the first planetary gear device 26 and the second ring gear R2 of the second planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The first ring gear R1 is selectively connected to the transmission member 18 via the first clutch C1, and the second carrier CA2 is selectively connected to the case 12 via the second brake B2.

In the power transmission device 110 configured as described above, for example, as shown in the engagement operation table of FIG. 13, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, the first brake By selectively engaging the B1 and the second brake B2, either the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear ( Reverse gear) or neutral is selectively established, so that a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes approximately in a ratio is obtained for each gear stage. It has become. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the power transmission device 110, the differential unit 11 and the automatic transmission unit 112 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0 operate as a stepped transmission. A stepped speed change state is configured, and the differential part 11 and the automatic speed changer 112, which are set to a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0, operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the power transmission device 110 is switched to the stepped shift state by engaging and operating either the switching clutch C0 or the switching brake B0, and does not operate any of the switching clutch C0 or the switching brake B0. It is switched to the continuously variable transmission state.

  For example, when the power transmission device 110 functions as a stepped transmission, as shown in FIG. 13, the gear ratio γ1 is set to a maximum value, for example, due to the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A first speed gear stage that is approximately “2.804” is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the first brake B1, for example. The second speed gear stage which is about “1.531” is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example. The third speed gear stage which is about “1.000” is established, and the gear ratio γ4 is smaller than the third speed gear stage due to the engagement of the first clutch C1, the second clutch C2 and the switching brake B0. For example fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, and B2 are released.

However, when power transmission device 110 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 13 are released. Thus, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 112 in series functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 112 are achieved. For each gear, the input rotational speed N ₁₈ of the automatic transmission 112, that is, the transmission member rotational speed N ₁₈ is changed steplessly, and a stepless speed ratio width is obtained for each gear step. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the total gear ratio γT of the power transmission device 110 as a whole can be obtained continuously.

  FIG. 14 shows a power transmission device 110 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission unit 112 that functions as a transmission unit (stepped transmission unit) or a second transmission unit. FIG. 2 shows a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  Four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission unit 112 in FIG. 14 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 second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the first carrier CA1 corresponding to the sixth rotating element (sixth element) RE6 and coupled to each other A two-ring gear R2 represents a first ring gear R1 corresponding to a seventh rotating element (seventh element) RE7. Further, in the automatic transmission unit 112, 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 connected to the output shaft 22 of the automatic transmission unit 112, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

In the automatic transmission unit 112, as shown in FIG. 14, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotation speed of the seventh rotation element RE7 (R1). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotation element RE5 (CA2), and a sixth rotation element RE6 (CA1, CA1) connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection with the vertical line Y6 indicating the rotational speed of R2). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the differential portion 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fourth speed at the intersection of the horizontal straight line L4 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 A rotational speed of 22 is indicated.

  Also in the power transmission device 110 of the present embodiment, the differential unit 11 that functions as an electrical continuously variable transmission unit or a first transmission unit, and an automatic that functions as a stepped transmission unit (power transmission switching unit) or a second transmission unit. Since it is configured with the transmission unit 112 and the control function described above with reference to FIG. 6 is applied, the same effect as in the first embodiment described above can be obtained.

  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, the control operation shown in the flowcharts of FIGS. 10 and 11 of the above-described embodiment exerts its effect when the differential portion 11 in which the switching brake B0 and the switching clutch C0 are both released is not locked. Needless to say, this effect can also be exhibited when the differential portion 11 to which the switching brake B0 is engaged is in a locked state. That is, the power transmission devices 10 and 110 of the present embodiment include the first electric motor M1 and the second electric motor M2, but these electric motors M1 and M2 are not essential to the present invention, and the present invention is described above. The present invention can be applied not only to a hybrid vehicle as shown in the embodiment but also to a normal engine vehicle and an electric vehicle.

  In the above-described embodiment, the automatic transmission units 20 and 112 have a function as an automatic transmission, but may have only a function of selectively cutting off the power transmission path.

  In the above-described embodiment, the control signal for the SBW actuator 45 is described as an electrical command signal. However, the control signal is not limited to an electrical signal. For example, the control signal may be an optical signal. Good.

  In the above-described embodiment, the transmission member 18 basically rotates only in one direction. However, if the present invention is applied to a vehicle in which the input shafts of the automatic transmission units 20 and 112 can rotate in both positive and negative directions. The absolute values of the rotation speeds of the third rotation element RE3 (transmission member 18), the second electric motor M2, and the like that are the determination targets of the high rotation prediction determination means 74 are preferably used.

Also, the horizontal axis of FIG. 9 in the illustrated embodiment, is a vehicle speed V or the second electric motor rotation speed N _M2, may be a rotational speed N _C12 of the engagement devices C1, C2 of the automatic shifting portion 20.

  In the above-described embodiment, the “rotational element included in the power transmission switching unit or the differential unit” of the present invention is described in association with the third rotational element RE3. The “rotating element included in the switching unit or the differential unit” may be a rotating element other than the third rotating element RE3.

Further, in the flowchart shown in FIG. 10 of the above-described embodiment, when the determination of SA2 is negative, the process proceeds to SA6, and a control operation without SA3 and SA4 can be considered. Conversely, in the flowchart shown in FIG. 10, when the determination of SA1 is affirmed, the process proceeds to SA3, and a control operation without SA2 can be considered. When FIG. 10 is changed in this way, the determination values LMT1 _M2 , LMT2 _M2 , and LMT2 _TH used in the flowchart are also changed to appropriate values accordingly.

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

  In the power transmission devices 10 and 110 of the above-described embodiments, the engine 8 and the differential unit 11 are directly connected, but the engine 8 is connected to the differential unit 11 via an engagement element such as a clutch. Also good.

  In the power transmission devices 10 and 110 of the above-described embodiments, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected. The first electric motor M1 may be connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 may be connected to the third rotating element RE3 via an engaging element such as a clutch.

  In the above-described embodiment, the automatic transmission units 20 and 112 are connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheels 38. The order in which the moving part 11 is connected may be sufficient. In short, the automatic transmission units 20 and 112 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 38.

  Further, according to FIG. 1 of the above-described embodiment, the differential unit 11 and the automatic transmission units 20 and 112 are connected in series. However, the power transmission device 10 as a whole can electrically change the differential state. The differential unit 11 and the automatic transmission units 20 and 112 are not mechanically independent as long as the differential unit 11 and the function of shifting based on the electric differential function are provided. The present invention applies.

  In the above-described embodiment, the power distribution mechanism 16 (differential planetary gear unit 24) is a single planetary, but may be a double planetary.

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

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

  Further, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 in the above-described embodiment are magnetic powder, electromagnetic, and mechanical engagement devices such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing dog clutch. You may be comprised from.

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

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

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

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

  In the above-described embodiment, the automatic transmission unit 20 is connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and is concentrically on the counter shaft. The automatic transmission units 20 and 112 may be arranged. In this case, the differential unit 11 and the automatic transmission units 20 and 112 are coupled so as to be able to transmit power, for example, as a transmission member 18 through a pair of transmission members including a counter gear pair, a sprocket and a chain. The

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

  Further, the second electric motor M2 of the above-described embodiment is connected to the transmission member 18 that constitutes a part of the power transmission path from the engine 8 to the drive wheel 38, but the second electric motor M2 is connected to the power transmission path. In addition, the power distribution mechanism 16 can be connected via an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1. The power transmission devices 10 and 110 that can be controlled may be used.

  In the above-described embodiment, the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0. However, the switching clutch C0 and the switching brake B0 are provided in the power transmission devices 10 and 110 separately from the power distribution mechanism 16. It may be. A configuration in which either one or both of the switching clutch C0 and the switching brake B0 is not conceivable is also conceivable.

  In the above-described embodiment, the differential unit 11 includes the first electric motor M1 and the second electric motor M2. However, the first electric motor M1 and the second electric motor M2 are different from the differential unit 11 in the power transmission device 10. , 110 may be provided.

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

1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation and a hydraulic friction engagement device used in the case where the vehicle power transmission device of FIG. FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the vehicle power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for vehicles of FIG. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the vehicle power transmission device of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, An example of a pre-stored switching diagram as a basis for determining whether to change the transmission state of the transmission device, and a pre-stored boundary line between the engine travel region and the motor travel region for switching between engine travel and motor travel It is a figure which shows an example of a driving force source switching diagram, Comprising: It is also a figure which shows each relationship. It is a figure showing the optimal fuel consumption rate curve of the engine of FIG. In the control function shown in FIG. 6, a permission area in which the power transmission path in the automatic transmission unit based on the neutral shift instruction is permitted and a non-permitted area in which the power transmission path in the automatic transmission unit based on the neutral shift instruction is not permitted. Is an example of a map used to determine whether or not to implement N inhibit control. The main part of the control operation of the electronic control device of FIG. 4, that is, control for suppressing the transmission member from rotating at a high speed due to a shift operation for switching from the D position to the N position during traveling of the vehicle. It is a flowchart explaining an action | operation. 10 is a diagram showing steps for replacing SA2 to SA4 in FIG. 10 when the map of FIG. 9 is used in the flowchart of FIG. FIG. 4 is a skeleton diagram illustrating another configuration example of a vehicle power transmission device to which the present invention is preferably applied, and is a skeleton diagram of a second embodiment corresponding to FIG. 1. FIG. 13 is an operation chart for explaining a relationship between a shift stage in the stepped shift state of the vehicle power transmission device of FIG. 12 and an operation combination of a hydraulic friction engagement device for achieving the shift stage, and corresponds to FIG. 2. It is an action | operation chart of 2nd Example. FIG. 13 is a collinear diagram for explaining the relative rotational speeds of the respective gear stages when the vehicular power transmission device of FIG. 12 is operated in a stepped speed change operation, and is a collinear chart of the second embodiment corresponding to FIG. 3. .

Explanation of symbols

8: Engine 10, 110: Power transmission device (vehicle power transmission device)
11: differential unit 20, 112: automatic transmission unit (power transmission switching unit)
24: Planetary gear device for differential section (differential device)
38: Drive wheel 40: Electronic control device (control device)
44: Manual valve 45: Shift-by-wire actuator (actuator)
72: Neutral shift instruction determination means 76: High rotation prevention means C1: First clutch (engagement device)
C2: Second clutch (engagement device)
M1: First motor (differential motor)
M2: Second electric motor (traveling motor)
RE3: Third rotation element (rotation element)

Claims (11)

A differential section having a differential device coupled to be capable of transmitting power between the engine and the drive wheel, a power transmission enabling state and power that constitutes a part of the power transmission path and can transmit power through the power transmission path. A control device for a vehicle power transmission device, comprising a power transmission switching unit that can selectively switch to a power transmission cutoff state in which transmission is interrupted,
Neutral shift instruction determination means for determining whether or not there has been a neutral shift instruction that is a shift instruction indicating that the power transmission switching unit should be in the power transmission cutoff state;
When the power transmission switching unit is in the power transmission enabled state, the rotation element included in the power transmission switching unit or the differential unit when the neutral shift instruction determination unit determines that the neutral shift instruction has been issued. And a high rotation prevention means for maintaining the power transmission switching portion in the power transmission enabled state when it is predicted that the rotation will exceed the predetermined upper limit value. Control device for vehicle power transmission device. A traveling motor connected to the power transmission path on the input side of the power transmission switching unit is provided;
The case where the rotation element is predicted to increase the rotation speed exceeding a predetermined upper limit value is a case where the rotation speed of the motor for traveling exceeds a predetermined motor high rotation determination value. The control device for a vehicle power transmission device according to claim 1, characterized in that: The case where the rotation element is predicted to increase at a high speed exceeding a predetermined upper limit value is a case where the vehicle speed exceeds a predetermined high vehicle speed determination value. 3. A control device for a vehicle power transmission device according to 2. The case where the rotation element is predicted to increase the rotation speed beyond a predetermined upper limit value is a case where the output torque of the engine exceeds a predetermined high torque determination value. The control device for a vehicle power transmission device according to any one of claims 1 to 3. The case where the rotation element is predicted to increase the rotation speed beyond a predetermined upper limit value is a case where the input rotation speed of the power transmission switching unit exceeds a predetermined input rotation speed determination value. The control device for a vehicle power transmission device according to any one of claims 1 to 4, wherein the control device is a vehicle power transmission device. The power transmission switching unit is in a state where the power transmission is interrupted by releasing an engagement device included in the power transmission switching unit, and is in a state where the power transmission is possible when the engagement device is engaged.
The case where the rotation element is predicted to increase the rotation speed beyond a predetermined upper limit value is a case where the rotation speed of the engagement device exceeds a predetermined engagement device rotation speed determination value. The control device for a vehicle power transmission device according to any one of claims 1 to 5, wherein: The power transmission switching unit is selectively switched between the power transmission enabled state and the power transmission cutoff state by hydraulic control,
A manual valve for switching a hydraulic circuit for hydraulic control of the power transmission switching unit in conjunction with a shift operation is provided,
The high rotation prevention means prohibits the manual valve from switching the hydraulic circuit in conjunction with a shift operation when the power transmission switching unit is maintained in the power transmission enable state. The control device for a vehicle power transmission device according to any one of claims 1 to 6. An actuator for switching the hydraulic circuit to the manual valve based on a control signal representing the shift operation is provided;
The high rotation prevention means prohibits the manual valve from switching the hydraulic circuit in conjunction with a shift operation by prohibiting the operation of the actuator based on the control signal. The control apparatus of the power transmission device for vehicles described in 2. The control device for a vehicle power transmission device according to any one of claims 1 to 8, wherein the power transmission switching unit is a transmission unit capable of changing a transmission gear ratio thereof. The control device for a vehicle power transmission device according to any one of claims 1 to 8, wherein the power transmission switching unit is a stepped transmission unit capable of changing a gear ratio in a stepwise manner. . The differential unit includes a differential motor coupled to the differential device so as to be capable of transmitting power, and the gear ratio of the differential unit is continuously changed by the control of the differential motor. The control device for a vehicle power transmission device according to any one of claims 1 to 10, wherein the control device is an electric continuously variable transmission.

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