JP2010070008A - Apparatus for controllng vehicle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent excessive rotation of a first motor while starting an engine and down-shifting a transmission part simultaneously in a vehicle driving device having an electric differential part and the transmission part. <P>SOLUTION: When the automatic transmission part 20 is down-shifted, and the engine 8 is started simultaneously, cranking torque TC<SB>M1</SB>generated by the first motor M1 is increased and reaction force cancellation torque TCC<SB>M2</SB>generated by the second motor M2 is decreased compared with torque output when only the engine 8 is started independently without downshifting the automatic transmission part 20 so as to prevent first motor rotational speed N<SB>M1</SB>from reaching a negative side of a first motor excessive rotational speed N<SB>M1LIM</SB>. Thus, an increase in speed of the second motor rotational speed N<SB>M2</SB>is suppressed, and accordingly the engine 8 is started promptly by surely increasing the first motor rotational speed N<SB>M1</SB>. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle drive device that includes an electric differential unit having a differential mechanism capable of performing a differential and a transmission unit that constitutes a part of a power transmission path. This relates to the control of the electric differential section when the operation is performed.

  A differential mechanism connected to the engine so as to be able to transmit power and a first motor connected to the differential mechanism so as to be able to transmit power are controlled to control the operating state of the first motor so that the difference between the differential mechanisms is different. An electric differential unit that controls the dynamic state, a transmission unit that forms part of a power transmission path from the engine to the drive wheels, and a second electric motor that is coupled to the power transmission path so as to be able to transmit power. Vehicle drive devices are well known.

  For example, the vehicle drive device described in Patent Document 1 is that. In this vehicle drive device, an electric differential unit having a planetary gear device, a first electric motor connected to the sun gear of the planetary gear device, and a second electric motor connected to the ring gear, and the electric differential unit And a transmission part connected to the output side (ring gear) of the power transmission path to form a part of the power transmission path. By controlling the operating state of the first motor and the second motor, it is input from the carrier of the planetary gear unit. The differential state between the input rotational speed from the engine and the output rotational speed of the ring gear as the output member is controlled. When this differential state is controlled, the first electric motor generates a reaction torque corresponding to the engine output torque, so that the engine output torque becomes the output torque of the electric differential section and the output of the electric differential section. To the side.

  In such a vehicle drive device, for example, the engine start during motor running by the second electric motor is shown by a solid line as illustrated in the nomographic chart in the electric differential section of FIG. Cranking by the first electric motor for raising the rotational speed of the first electric motor from the state to a predetermined rotational speed (for example, an engine rotational speed capable of autonomous rotation that is equal to or higher than the engine idle rotational speed) or higher. To output torque and simultaneously counteract the reaction torque corresponding to the cranking torque and cancel the reaction torque to prevent the rotation speed of the second motor from decreasing (in other words, the rotation of the second motor Output the reaction force cancellation torque by the second motor (to maintain the speed at a constant rotational speed) and put it in the state shown by the broken line It is executed.

JP 2006-321392 A JP 2004-208417 A

  By the way, there is a case where a downshift of the transmission unit is determined when the engine start described above is executed. When the downshift of the transmission unit is executed, an electric differential unit to which the input side rotation member of the transmission unit is uniquely determined by the rotational speed of the driving wheel (for example, the vehicle speed) and the transmission gear ratio. The rotation speed of the output side rotation member (that is, the rotation speed of the second electric motor) is increased. Then, when the downshift of the transmission unit and the engine start are executed in an overlapping manner, the engine from the state shown by the solid line is illustrated as a conventional example in the collinear diagram in the electric differential unit of FIG. In the middle of the state shown by the broken line after the start of the engine and the downshift of the transmission unit, the first motor rotation speed that should be increased to start the engine is accompanied by the downshift of the transmission unit. There is a possibility that it is temporarily lowered due to the rotation increase of the second motor rotation speed, and temporarily enters the lower rotation side (negative side) over-rotation region as shown by the one-dot chain line. To deal with such a problem, for example, it is conceivable to apply a technique for prohibiting the shifting of the transmission unit during engine startup as shown in Patent Document 2 to the above-described vehicle drive device. There was a possibility that a new problem of delaying the speed change occurred. These problems are not yet known.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to downshift a transmission unit and start an engine in a vehicle drive device including an electric differential unit and a transmission unit. And a control device capable of preventing over-rotation of the first electric motor while causing both the start of the engine and the speed change of the speed change portion to proceed together.

  In order to achieve the above object, the gist of the present invention is that: (a) a differential mechanism connected to the engine so as to be able to transmit power and a first electric motor connected so as to be able to transmit power to the differential mechanism; And an electric differential part in which the differential state of the differential mechanism is controlled by controlling the operating state of the first electric motor, and a shift that constitutes a part of a power transmission path from the engine to the drive wheels. And a second electric motor connected to the power transmission path so that power can be transmitted, wherein (b) the downshift of the transmission unit and the start of the engine overlap each other When it is executed, it is not executed so as to overlap with the downshift of the transmission unit so as to prevent the rotation speed of the first electric motor from reaching a predetermined negative overspeed. Output torque when And compare, it is to change at least one of the output torque of the first electric motor and said second electric motor.

  According to this configuration, in the control device for the vehicle drive device including the electric differential unit and the transmission unit, when the downshift of the transmission unit and the start of the engine are performed in an overlapping manner, the first Output when only starting the engine is executed without being overlapped with the downshift of the transmission unit so as to prevent the rotation speed of the electric motor from reaching a predetermined negative overspeed. Since the output torque of at least one of the first motor and the second motor is changed as compared with the torque, for example, the rotation speed of the first motor is prevented from reaching a predetermined overspeed on the negative side. As described above, the output torque of the first motor is increased so that the rotation speed of the first motor is reliably increased, and the rotation speed of the first motor is prevented from reaching a predetermined overspeed on the negative side. 2nd electric The rate of increase of the rotational speed of the second electric motor to decrease the output torque of the machine or can be suppressed. Therefore, when the downshift of the transmission unit and the engine start are executed in an overlapped manner, it is possible to prevent the first motor from over-rotating while the engine start and the transmission unit shift both proceed.

  Here, it is preferable that the transmission unit be connected in series to the output side rotation member of the electric differential unit to constitute a part of a power transmission path from the electric differential unit to the drive wheels. A transmission, wherein the second electric motor is operatively connected to the output side rotation member, and the rotational speed of the second electric motor is increased as the transmission unit is downshifted, When the rotational speed of the first electric motor falls below a predetermined over-rotation determination value that is larger than the predetermined over-rotation speed by a predetermined value to prevent the negative over-speed predetermined over-rotation speed from being reached, At least one output torque of the second electric motor is changed. If it does in this way, when the rotational speed of the 2nd electric motor will be raised with the downshift of the speed change part, the rotational speed of the 1st electric motor will be prevented from reaching the predetermined overspeed on the negative side. As described above, the output torque of the first motor is increased so that the rotation speed of the first motor is reliably increased, and the rotation speed of the first motor is prevented from reaching a predetermined overspeed on the negative side. It is possible to reduce the output torque of the second electric motor and suppress the increase in the rotational speed of the second electric motor accompanying the downshift of the transmission unit.

  Preferably, the engine is started by outputting a cranking torque by the first electric motor for raising the rotational speed of the first electric motor to a predetermined rotational speed or higher that allows complete explosion by raising the rotational speed of the first electric motor. At the same time, a reaction force cancellation torque is output by the second motor to counteract the reaction force torque corresponding to the cranking torque and to prevent the rotation speed of the second motor from decreasing by counteracting the reaction force torque. The cranking torque is increased as compared with the output torque when the engine is started alone without being overlapped with the downshift of the transmission unit. And / or reducing the reaction force cancellation torque. In this way, the cranking torque increases, so that the rotation speed of the first motor is reliably increased and the engine is quickly started, and the rotation speed of the second motor is increased due to the downshift of the transmission unit. This appropriately prevents the rotation speed of the first electric motor from reaching a predetermined overspeed on the negative side. Alternatively, the increase in the rotation speed of the second motor accompanying the downshift of the transmission unit is suppressed by the reduction in the reaction force cancellation torque, so that the rotation speed of the first motor can be reliably increased and the engine can be started quickly. And the rotation speed of the first electric motor is appropriately prevented from reaching a predetermined overspeed on the negative side.

  Preferably, the downshift of the transmission unit and the start of the engine are performed in an overlapping manner due to an increase in required output during motor travel by the second electric motor. In this way, for example, when the accelerator depressing operation (accelerator depressing operation) while the motor is running, with emphasis on the driving force responsiveness, when the downshift of the transmission unit and the engine start are repeated, It is possible to prevent over-rotation of the first electric motor while ensuring and allowing the shift to proceed with certainty.

  Preferably, the automatic transmission is a stepped automatic transmission in which a gear stage is switched by changing the engagement device. In this way, for example, the slippage due to the half-engaged state of the engagement device occurs only during the downshift of the transmission unit. Even if the increasing speed of the rotation speed is suppressed, a problem hardly occurs.

  Preferably, an internal combustion engine such as a gasoline engine or a diesel engine is widely used as the engine. Further, an electric motor or the like may be used in addition to this engine as an auxiliary driving power source.

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

  Preferably, the differential mechanism is capable of transmitting power to a first element coupled to the engine so as to transmit power, a second element coupled to the motor for differential transmission, and the drive wheel. Is a device having three rotating elements with a third element coupled to the. In this way, the differential mechanism can be easily configured.

  Preferably, the differential mechanism is a single pinion type planetary gear device, the first element is a carrier of the planetary gear device, and the second element is a sun gear of the planetary gear device, The third element is the ring gear of the planetary gear device. In this way, the axial direction dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one single pinion type planetary gear device.

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

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

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

  FIG. 1 is a skeleton diagram illustrating a vehicle drive device 10 (hereinafter, referred to as drive device 10) to which a control device of the present invention is applied, and this drive device 10 is suitably used for a hybrid vehicle. In FIG. 1, a drive device 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), the differential unit 11 and a drive wheel 34 (see FIG. 6), an automatic transmission unit 20 as a power transmission unit connected in series via a transmission member (transmission shaft) 18 in the power transmission path between the motor and the output rotation connected to the automatic transmission unit 20 An output shaft 22 as a member is provided in series. The drive device 10 is preferably used for, for example, an FR (front engine / rear drive) type vehicle installed vertically 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 is provided between a pair of drive wheels 34 and power from the engine 8 is part of a power transmission path. Is transmitted to the pair of drive wheels 34 through the differential gear device (final reduction gear) 32 (see FIG. 6) and the pair of axles.

  Thus, in the driving apparatus 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 drive device 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG. The same applies to the following embodiments.

  The differential unit 11 corresponding to the electric differential unit of the present invention is connected to the power distribution mechanism 16 and the power distribution mechanism 16 so as to be able to transmit power and to control the differential state of the power distribution mechanism 16. A first electric motor M1 functioning as an electric motor and a second electric motor M2 operatively coupled to rotate integrally with the transmission member 18.

  The first electric motor M1 and the second electric motor M2 of this embodiment are both configured to be able to exchange power. That is, it is a so-called motor generator having a function as a motor that generates mechanical driving force from electric energy and a function as a generator that generates electric energy from mechanical driving force. In other words, in the drive device 10, the electric motor M can function as an alternative to the engine 8 that is the main power source, or as a power source (sub power source) that generates driving force for traveling together with the engine 8. In addition, electric energy is generated by regeneration from the driving force generated by another power source and supplied to another electric motor M via the inverter 54 (see FIG. 6), or the electric energy is stored in the power storage device 56 (see FIG. 6)).

  The first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor M2 functions as a traveling motor that outputs driving force as a driving power source for traveling. At least. Preferably, each of the first electric motor M1 and the second electric motor M2 is configured such that the power generation amount as the generator can be continuously changed. The first electric motor M <b> 1 and the second electric motor M <b> 2 are provided in a case 12 that is a casing of the driving device 10, and are cooled by hydraulic fluid of the automatic transmission unit 20 that is a working fluid of the driving device 10.

  The power distribution mechanism 16 is a differential mechanism that is connected to the engine 8 so as to be able to transmit power. For example, a single pinion type differential unit planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418” is provided. The mechanical mechanism is configured as a main body and mechanically distributes the output of the engine 8 input to the input shaft 14. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

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

  The automatic transmission unit 20 constitutes a part of a power transmission path from the differential unit 11 to the drive wheel 34, and includes a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, And a single-pinion type third planetary gear unit 30 and a planetary gear type multi-stage transmission that functions as a stepped automatic transmission. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 that meshes with the first ring gear R1 and 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, When the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

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

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

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

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

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

Specifically, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby at least one shift of the automatic transmission unit 20 is performed. The rotational speed input to the automatic transmission unit 20 with respect to the stage M, that is, the rotational speed N _{18 of the} transmission member ₁₈ (hereinafter referred to as “transmission member rotational speed N ₁₈ ”) is changed steplessly and the gear stage is changed. In M, a continuously variable transmission ratio width is obtained. Accordingly, an overall speed ratio γT of the drive system 10 (= rotational speed _{N OUT} of the speed _{N IN} / output shaft 22 of the input shaft 14) is obtained continuously, the continuously variable transmission is constituted in the drive device 10. The overall speed ratio γT of the drive device 10 is a total speed ratio γT of the drive device 10 as a whole formed based on the speed ratio γ0 of the differential portion 11 and the speed ratio γ of the automatic speed change portion 20.

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

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

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

FIG. 3 is a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the driving device 10 including the differential unit 11 and the automatic transmission unit 20. The figure is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. X1 represents a rotational speed zero, represents the rotational speed N _E of the engine 8 horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, horizontal line XG indicates the rotational speed of the power transmitting member 18.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 indicate the differential corresponding to the second rotation element (second element) RE2 in order from the left side. This shows the relative rotational speed of the differential part ring gear R0 corresponding to the part sun gear S0, the differential part carrier CA0 corresponding to the first rotational element (first element) RE1, and the third rotational element (third element) RE3. These intervals are determined according to the gear ratio ρ 0 of the differential planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the second sun gear S2, the first carrier CA1 corresponding to the fifth rotation element (fifth element) RE5, the third ring gear R3 corresponding to the sixth rotation element (sixth element) RE6, the seventh rotation element ( Seventh element) The first ring gear R1, the second carrier CA2, and the third carrier CA3 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The two ring gear R2 and the third sun gear S3 are respectively represented, and the distance between them is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential 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 drive device 10 of the present embodiment is configured so that the first rotating element RE1 (difference) of the differential planetary gear device 24 in the power distribution mechanism 16 (differential unit 11). The moving part carrier CA0) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential part ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor. The rotation of the input shaft 14 is connected to M2 and is transmitted (inputted) to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential unit 11, the first rotating element RE1 to the third rotating element RE3 are in a differential state in which the first rotating element RE1 to the third rotating element RE3 can rotate relative to each other, and the rotational speed N _M1 of the first electric motor _M1 is controlled. When the rotational speed of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is increased or decreased, the rotational speed of the differential ring gear R0 indicated by the intersection of the straight line L0 and the vertical line Y3 is increased. If it is bound with the vehicle speed V is substantially constant, the rotational speed, or the engine rotational speed N _E of the carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 is increased or decreased.

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

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

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

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

The electronic control unit 80 receives a signal representing the engine water temperature TEMP _W that is the temperature of the cooling fluid of the engine 8 and the shift position P _{SH of the} shift lever 52 (see FIG. 5) from each sensor and switch as shown in FIG. and a signal representative of the number of operations such as in the "M" position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal for commanding the M mode (manual shift running mode), a signal representing the operation of the air conditioner, the output A signal representing the vehicle speed V corresponding to the rotational speed N _OUT of the shaft 22 and the traveling direction of the vehicle, a signal representing the hydraulic oil temperature T _OIL of the automatic transmission unit 20, a signal representing the side brake operation, a signal representing the foot brake operation, catalyst A signal representing temperature, a signal representing the accelerator opening Acc, which is the amount of operation of the accelerator pedal corresponding to the driver's required output, a signal representing the cam angle, Signal representing no mode setting, signal representing vehicle longitudinal acceleration G, signal representing auto cruise traveling, signal representing vehicle weight (vehicle weight), signal representing wheel speed of each wheel, rotational speed of first motor M1 N _M1 (hereinafter referred to as “first motor rotation speed N _M1 ”) and a signal indicating the rotation direction thereof, a rotation speed N _{M2 of} the second motor _M2 (hereinafter referred to as “second motor rotation speed N _M2 ”), and A signal indicating the rotation direction, a signal indicating the charge capacity (charge state) SOC of the power storage device 56 (see FIG. 6) that charges and discharges between the motors M1 and M2 via the inverter 54, respectively, are supplied. The

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

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

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

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

In the shift positions P _SH shown in the “P” to “M” positions, the “P” position and the “N” position are non-traveling positions that are selected when the vehicle is not traveling. As shown in the combined operation table, the first clutch C1 and the first clutch C1 that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 is disengaged so that both the first clutch C1 and the second clutch C2 are released. 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 that can drive a vehicle to which a power transmission path in the automatic transmission 20 is engaged so that at least one of the second clutch C2 is engaged. It is also a drive position for selecting switching to a power transmission enabled state.

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

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

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

In the shift diagram of FIG. 7, an upshift line (solid line) is a shift line for determining an upshift, and a downshift line (a chain line) is a shift line for determining a downshift. Further, the shift line in the shift diagram of FIG. 7 is, for example, whether or not the actual vehicle speed V crosses the line on the horizontal line indicating the required output torque T _OUT of the automatic transmission unit 20, and is on the vertical line indicating the vehicle speed V, for example. Is determined to determine whether or not the required output torque T _OUT of the automatic transmission unit 20 has crossed the line, that is, whether or not it has crossed the value (shift point) at which the shift on the shift line is to be executed. Are stored in advance. In other words, it can be said that this shift point sets the gear ratio (speed stage) based on the vehicle speed V and the required output torque T _OUT .

  The hybrid control means 84 is an engine drive control means 86 for controlling the drive of the engine 8 via the engine output control device 58, and a driving force source or generator by the first electric motor M1 and the second electric motor M2 via the inverter 54. And an electric motor operation control means 88 for controlling the operation of the engine 8, and a hybrid drive control by the engine 8, the first electric motor M1, and the second electric motor M2 is executed by these control functions.

Further, the hybrid control means 84 operates the engine 8 in an efficient operating range, while optimizing the reaction force due to the distribution of the driving force between the engine 8 and the second electric motor M2 and the power generation of the first electric motor M1. To change the gear ratio γ0 of the differential section 11 as an electrical continuously variable transmission. For example, at the traveling vehicle speed V at that time, the target (request) output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the total required from the target output and the required charging value of the vehicle. The target output is calculated, and the target engine output (required engine output) P _E ^* is calculated in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so that the total target output is obtained. controlling the output or power of the electric motor M to control the target engine output P output torque the engine 8 so as to (engine torque) T _E of the engine rotational speed N _E and engine _{8 E} ^* are obtained.

As described above, the overall speed ratio γT, which is the speed ratio of the drive device 10 as a whole, is the difference between the speed ratio γ of the automatic speed changer 20 controlled by the stepped speed change control means 82 and the difference controlled by the hybrid control means 84. It is determined by the gear ratio γ0 of the moving part 11. That is, the hybrid control means 84 and the stepped speed change control means 82 are within the range of the shift range corresponding to the shift position P _SH , the hydraulic control circuit 70, the engine output control device 58, the first electric motor M1, and the second electric motor M2. And the like, and functions as a speed change control means for controlling the overall speed ratio γT, which is the speed ratio of the drive device 10 as a whole.

For example, the hybrid control unit 84 executes control of the engine 8 and each electric motor M in consideration of the gear position of the automatic transmission unit 20 in order to improve power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 84 calculates as previously experimentally to achieve both drivability and fuel efficiency when continuously-variable shifting control in a two-dimensional coordinate composed of the engine rotational speed N _E and engine torque T _E which is one type optimum fuel consumption curve L _{E (fuel} economy map, relationship) of obtained example operation curve of the engine 8, as indicated by the broken line in FIG. 8 stores beforehand, the engine 8 to the optimum fuel consumption curve L _E For example, an engine output P required to satisfy a target output (total target output, required driving force) so that the engine 8 can be operated while the operating point (hereinafter referred to as “engine operating point”) _PEG is maintained. so that the engine torque T _E and the engine rotational speed N _E for generating _E, determines the target value of the overall speed ratio γT of the drive system 10, as to obtain the target value The output torque of the first electric motor M1 (hereinafter, referred to as "first electric motor torque") T _M1 is changed by feedback control by controlling the speed ratio γ0 of the differential portion 11, the shifting can change range overall speed ratio γT Control within. 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 84 supplies, for example, the electric energy generated by the first electric motor M1 to the power storage device 56 and the second electric motor M2 through the inverter 54, so that the main part of the power of the engine 8 is mechanically a transmission member. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 54, The driving force output from the second electric motor M2 is transmitted to the transmission member 18 by the energy. A part of the motive power of the engine 8 is converted into electric energy by equipment related from generation of electric energy by the first electric motor M1 related to power generation to consumption by the second electric motor M2 related to driving, and the electric energy is converted into electric energy. An electrical path is formed until it is converted into mechanical energy.

Here, the feedback control executed by the hybrid control means 84, for example, during engine running, the power distribution mechanism so that the engine 8 optimum fuel consumption curve L _E in the engine operating point P _EG of the engine 8 along operates For this purpose, the hybrid control means 84 is provided with a target engine speed determining means 90. The target engine rotational speed determining means 90, for example, optimum fuel consumption curve L _E, the accelerator opening Acc, vehicle speed V, and based on such gear ratio of the automatic transmission portion 20 gamma (gear), the optimum fuel consumption curve L _E while the engine operating point P _EG is along, so that the engine torque T _E and the engine rotational speed N _E for generating the engine output P _E required to meet the required driving force corresponding to the accelerator opening Acc , predetermining the target engine speed N _E ^* is a target value of the engine rotational speed N _E. Then, the hybrid control means 84, as the electric motor operation control unit 88, against the engine torque T _E as the engine rotational speed N _E becomes the target engine rotational speed determining means a predetermined target engine rotational speed N _E by 90 ^* It executes a feedback control for controlling the first electric motor torque T _M1 is the reaction force torque. In this way, by feedback control of the engine speed N _E target engine rotational speed N _E to become like the first electric motor (differential electric motor) M1 is executed by the hybrid control means 84, optimum fuel consumption curve L along which the engine operating point _{P EG} in _E engine 8 is operated.

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

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

Further, the hybrid control means 84 (engine drive control means 86) controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control, and the fuel injection amount and injection by the fuel injection device 66 for fuel injection control. to control the timing, and outputs a command to control the ignition timing by the ignition device 68 such as an igniter alone or in combination to the engine output control device 58 for ignition timing control, so as to generate the necessary engine output P _E Then, the output control of the engine 8 is executed. That is, it functions as an engine drive control means for controlling the drive of the engine 8.

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

Further, the hybrid control means 84 is a motor that uses, for example, the second electric motor M2 as a driving force source for traveling, by the electric CVT function (differential action) of the differential unit 11 regardless of whether the engine 8 is stopped or in an idle state. Travel (EV mode travel) can be performed. For example, as shown in FIG. 7, an engine traveling region for switching a driving power source for traveling between the engine 8 and the electric motor M, which is stored in advance with the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 as variables. Based on the vehicle state indicated by the actual vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (drive force source switching diagram, drive force source map) having a boundary line with the motor travel region, the motor It is determined whether the travel area or the engine travel area, and motor travel or engine travel is executed. The driving force source map indicated by the solid line A in FIG. 7 is stored in advance together with the shift map indicated by the solid line and the alternate long and short dash line in FIG. As is apparent from FIG. 7, the motor traveling control by the hybrid control means 84 is a relatively low output torque T _OUT region, that is, a low engine torque T _{E which} is generally considered to have poor engine efficiency compared to the high torque region. Or a relatively low vehicle speed range of the vehicle speed V, that is, a low load range.

Further, the hybrid control means 84 controls the first motor rotation speed N _M1 at a negative rotation speed in order to suppress the drag of the stopped engine 8 and improve fuel consumption during the motor running, for example, the first electric motor M1 is rotated in idle and by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action). In addition, the hybrid control means 84 is an electric energy and / or power storage device 56 from the first electric motor M1 by the electric path described above even in an engine driving region where the engine 8 is driven using the engine 8 as a driving power source for driving. The so-called torque assist for assisting the power of the engine 8 is possible by supplying the electric energy from the second motor M2 and driving the second motor M2 to apply torque to the drive wheels 34. Therefore, the engine traveling of this embodiment includes a case where the engine 8 is used as a driving power source for traveling and a case where both the engine 8 and the second electric motor M2 are used as driving power sources for traveling. The motor travel in this embodiment is travel that stops the engine 8 and uses the second electric motor M2 as a driving force source for travel.

  The hybrid control unit 84 switches an engine start / stop control unit 92 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 unit 92 starts or stops the engine 8 when the hybrid control unit 84 determines, for example, switching between motor travel and engine travel based on the vehicle state from the driving force source map of FIG. To do.

For example, in the engine start / stop control means 92, the accelerator pedal is depressed and the required output torque T _OUT is increased as indicated by the point a → the point b of the solid line B in FIG. When it is determined that the travel region has changed to the engine travel region and it is determined that the motor travel is switched to the engine travel, that is, when the hybrid control means 84 determines that the engine is started, the first motor M1 is energized. to raising the first electric motor speed N _M1, i.e. it to function first electric motor M1 as a starter, complete combustion can be predetermined rotational speed N _{E 'for} example the idle speed more autonomous engine rotational speed N _E performs the engine rotation driving control to increase over rotatable engine rotational speed N _E, a predetermined rotational speed Start the engine 8 by performing the engine torque generation control that generates engine torque T _E of the fuel by the time N fuel injectors 66 at _{E 'or} ignited by the supply (injection) to the ignition device 68, from the motor driving Switch to engine running. Further, the engine start / stop control means 92, as indicated by a point b → a in the solid line B in FIG. 7, the accelerator pedal is returned to reduce the required output torque T _{OUT so} that the vehicle state changes from the engine travel region to the motor travel region. In the case of changing to, the fuel supply is stopped by the fuel injection device 66, that is, the engine 8 is stopped by fuel cut, and the engine running by the hybrid control means 84 is switched to the motor running.

Here, the engine rotational drive control in starting the engine during the motor running by the engine start stop control means 92, complete combustion can be predetermined rotational speed N _E of the engine rotational speed N _E by raising the first electric motor speed N _M1 outputs cranking torque TC _M1 by the first electric motor M1 for raising the 'above, at the same time the cranking torque TC _M1 against the reaction torque corresponding to the negated its reaction torque second electric motor rotation speed N _This is executed by outputting a reaction force cancel torque TCC _M2 by the second electric motor M2 for preventing the _M2 from decreasing (in other words, for maintaining the second electric motor rotational speed _NM2 at a constant rotational speed). .

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

  Further, the hybrid control means 84 sets the engine 8 in a non-driving state in order to improve fuel consumption (reduce the fuel consumption rate) during coasting when the accelerator is off (coast driving) or when braking with a foot brake. Then, regenerative control is performed in which the kinetic energy of the vehicle transmitted from the drive wheels 34 is converted into electric energy by the differential unit 11. Specifically, the second motor M2 is rotationally driven by the reverse driving force transmitted from the drive wheel 34 to the engine 8 side to operate as a generator, and the electric energy, that is, the second motor generated current is passed through the inverter 54. Regenerative control for charging power storage device 56 is executed. That is, the hybrid control unit 84 functions as a regeneration control unit that executes the regeneration control.

By the way, when the engine start during the motor running by the engine start / stop control means 92 is executed, a downshift of the automatic transmission unit 20 may be determined. For example, as indicated by a point c → a point d on the solid line C in FIG. 7, the accelerator pedal is depressed while the motor is running to increase the required output torque T _OUT , and the hybrid control means 84 determines that the engine is started, and This is a case where the step-shift control means 82 determines a 3 → 2 downshift of the automatic transmission unit 20. In such a case, the engine start and the downshift of the automatic transmission unit 20 are executed in an overlapping manner, and during the period from the vehicle state during motor travel to the vehicle state after engine start and after downshift, The first motor rotation speed N _M1 that is originally increased for starting the engine is temporarily decreased due to the increase in the second motor rotation speed N _M2 that accompanies the downshift of the automatic transmission unit 20, and is temporarily reduced to the lower limit side (negative Side) may enter the over-rotation region. That is, when the engine start and the downshift of the automatic transmission unit 20 are executed in an overlapping manner, the first motor M1 is in an overspeed state that _temporarily exceeds the first motor overspeed N _M1LIM as a predetermined overspeed. There is a possibility. Such a problem, the speed change rate or faster relatively at elevated speed or downshift of the second electric motor rotation speed N _M2, the second electric motor rotation speed N _M2 to a motor running at a relatively high vehicle speed side This is particularly likely to occur when the rotation is relatively high. The predetermined overspeed is a design value determined in advance by a rating or the like in consideration of durability or the like.

Therefore, in the present embodiment, when the engine start and the downshift of the automatic transmission unit 20 are executed in an overlapping manner, the first motor rotation speed N _M1 reaches the negative first motor over-rotation speed N _M1LIM. As compared with the case where only the start of the engine 8 is performed alone when the downshift of the automatic transmission unit 20 is not executed, that is, the automatic transmission unit 20 does not overlap with the downshift. Compared to the output torque when only the start of the engine 8 is executed alone, the output torque of at least one of the first electric motor M1 and the second electric motor M2, that is, the cranking torque TC _M1 and the second electric motor by the first electric motor M1 At least one of the reaction force cancellation torque TCC M2 by _M2 is changed. For example, the second motor rotation speed _NM2 is increased in accordance with the downshift of the automatic transmission unit 20 during the period from the vehicle state during motor running to the vehicle state after engine start and downshift. When the first motor rotation speed N _M1 falls below a predetermined overspeed determination value N _M1MIN for preventing the first motor overspeed N _M1LIM on the negative side from being reached, only the start of the engine 8 is performed alone. As compared with the case where the control is executed in step, at least one of the cranking torque TC _M1 by the first electric motor _M1 and the reaction force cancellation torque TCC _M2 by the second electric motor M2 is changed. The predetermined overspeed determination value N _M1MIN is a value (= N _M1LIM + MRG) larger than the negative first motor overspeed N _M1LIM by a predetermined value MRG, and the first overspeed determination value N _M1MIN is associated with the downshift of the automatic transmission unit 20. (2) Determination determined and determined experimentally in advance for determining that the first motor rotation speed N _M1 reaches the negative first motor over-rotation speed N _M1LIM due to the increase in the motor rotation speed N _M2 Value. The predetermined value MRG is, for example, margin of the first electric motor speed N _M1 until overspeed region (limit) in anticipation of safety for no more than a first electric motor overspeed N _M1LIM (margin), the first electric motor This is a value obtained experimentally in advance to prevent an over-rotation state in order to maintain the durability of M1.

More specifically, referring back to FIG. 6, the simultaneous execution determination unit 94 determines whether or not the engine start by the hybrid control unit 84 and the downshift of the automatic transmission unit 20 by the stepped shift control unit 82 are overlapped. That is, it is determined whether or not the automatic transmission unit 20 is downshifting and the engine is starting. For example, the simultaneous execution determination unit 94 determines whether or not the automatic transmission unit 20 is downshifting based on a valve command signal that is output from the stepped shift control unit 82 and operates an electromagnetic valve included in the hydraulic control circuit 70. Judging. The concurrency determining means 94, it is determined the engine is started by the hybrid control means 84, based on whether the engine rotational speed N _E is not yet pulled the complete explosion possible predetermined rotational speed N _{E 'or} engine It is determined whether or not the engine is starting.

The predetermined rotation arrival determination means 96 is _less than a predetermined overspeed determination value N _M1MIN (= N _M1LIM + MRG) in which the first motor rotation speed N _M1 is larger than the negative first motor overspeed N _M1LIM by a predetermined value MRG. It is determined whether or not. That is, the predetermined rotation arrival determination means 96 determines whether or not the first motor rotation speed N _M1 has reached an over-rotation determination value N _M1MIN that anticipates a predetermined value MRG with respect to the first motor over-rotation speed N _M1LIM . To do.

The torque changing unit 98 is configured to determine the first motor rotation speed N _M1 by the predetermined rotation arrival determining unit 96 when it is determined by the simultaneous execution determining unit 94 that the automatic transmission unit 20 is downshifting and the engine is starting. Is determined to have reached the over-rotation determination value _NM1MIN , compared with the output torque in the case where only the start of the engine 8 is executed alone without being overlapped with the downshift of the automatic transmission unit 20. , and outputs the second electric motor M2 due to the reaction force canceling torque _{TCC M2} torque change command _{S TC} to reduce with increasing cranking torque _{TC M1} by the first electric motor M1 to the hybrid control means 84. The hybrid control means 84 increases the cranking torque TC _M1 by a predetermined amount and decreases the reaction force cancellation torque TCC _M2 by a predetermined amount in accordance with the torque change command S _TC as compared with the case where only engine start is executed alone. These predetermined amounts are, for example, torque increase / decrease amounts determined experimentally in advance to prevent over-rotation of the first electric motor M1 while the engine 8 is started and the automatic transmission 20 is downshifted together. Yes, it may be a fixed amount, or the fixed amount may be set for each type of shift such as 2-1 downshift or 3-2 downshift, and the vehicle state at that time, such as vehicle speed V or It may be a fixed amount set based on the type of shift.

FIG. 9 is a diagram illustrating an example of a case where the cranking torque TC _M1 is increased and the reaction force cancellation torque TCC _M2 is decreased during the downshift of the automatic transmission unit 20 and the engine start, on the collinear chart. . In FIG. 9, when the engine is started and the downshift determination is made from the state of the solid line during the motor running and before the downshift, the transmission member rotational speed N ₁₈ (second motor rotation) When the speed N _M2 ) is increased, the first motor rotation speed N _M1 is temporarily decreased to reach the over-rotation determination value N _M1MIN while the engine is being started, as indicated by a one-dot chain line. Then, the cranking torque TC _M1 and the reaction force canceling torque TCC _M2 that have been output until then, that is, when only engine start is performed alone, are each changed by a predetermined amount. That is, the cranking torque TC _M1 is increased and the first motor rotation speed N _M1 is reliably increased, and the reaction force cancellation torque TCC _M2 is decreased and the increase speed of the second motor rotation speed N _M2 is suppressed. Thereby, it is prevented that the 1st electric motor M1 will be in an overspeed state. Since the automatic transmission unit 20 is a stepped automatic transmission whose gear stage is switched by changing the engagement device, the engagement device is in a half-engaged state only during the downshift of the automatic transmission unit 20. Therefore, even if the rising speed of the second motor rotation speed _NM2 associated with the downshift is suppressed by the reduction of the reaction force cancellation torque, that is, the reduction of the input torque of the automatic transmission unit 20, a problem hardly occurs.

FIG. 10 shows the first electric motor while the main part of the control operation of the electronic control unit 80, that is, when the start of the engine 8 and the downshift of the automatic transmission unit 20 are overlapped and executed, the engine start and the downshift proceed together. It is a flowchart explaining the control action for preventing the excessive rotation of M1, and is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example. FIG. 11 is a time chart when the first motor rotation speed N _M1 approaches the negative first motor over-rotation speed N _M1LIM during engine start-up and during the downshift of the automatic transmission unit 20. The broken line in FIG. 11 shows a conventional example.

In FIG. 10, first, in step (hereinafter, step is omitted) S10 corresponding to the simultaneous execution determination means 94, it is determined whether or not the automatic transmission unit 20 is downshifting and the engine is starting. It is determined that the automatic transmission unit 20 is downshifting based on the valve command signal output by the stepped shift control means 82, and the engine start is determined by the hybrid control means 84, and the engine rotational speed _NE is still If the determination in S10 is affirmative it is determined that the engine 3 is being started based on not pulled complete explosion possible predetermined rotational speed N _{E 'or} (t ₁ point in FIG. 11) is the predetermined rotational reached In S20 corresponding to the determination means 96, whether or not the first motor rotation speed N _M1 is below a predetermined overspeed determination value N _M1MIN that is larger than the negative first motor overspeed N _M1LIM by a predetermined value MRG, that is, It is determined whether or not the first motor rotation speed N _M1 has reached the over-rotation determination value N _M1MIN (from time t _{1 to} time t _{2 in} FIG. 11). When the first electric motor speed _{N M1} is determined in the S20 is affirmative below the overspeed determination value _{N M1MIN} in S30 corresponding to the torque changing means 98 _{(t 2} time in FIG. 11), the automatic shifting portion 20 The cranking torque TC _M1 by the first electric motor _M1 is increased by a predetermined amount and the second electric motor M2 is compared with the output torque when only starting the engine 8 is executed alone without overlapping the downshift. reaction force cancel torque _{TCC M2} is reduced a predetermined amount _{(t 2} time to _{t 3} time points in FIG. 11). On the other hand, if either of the determination at S10 and the determination at S20 is negative, this routine is terminated. As described above, when the first motor rotation speed N _M1 falls below the over-rotation determination value N _M1MIN during the engine start and the downshift of the automatic transmission unit 20, the cranking torque TC _M1 is increased by a predetermined amount and the reaction force is canceled. Since the torque TCC _M2 is decreased by a predetermined amount, the second motor rotation speed N _M2 is increased as compared with the case where the cranking torque TC _M1 and the reaction force cancellation torque TCC _M2 cannot be changed as in the conventional example shown by the broken line. In combination with the suppression of the speed, the first motor rotation speed _NM1 is reliably increased, and the first motor M1 is prevented from being in an overspeed state.

As described above, according to the present embodiment, in the electronic control unit 80 of the drive device 10 including the differential unit 11 and the automatic transmission unit 20, the downshift of the automatic transmission unit 20 and the start of the engine 8 overlap. when executed, as the first electric motor speed N _M1 is prevented from reaching the negative side of the first electric motor overspeed N _M1LIM, not executed overlaps the downshift of the automatic transmission portion 20 engine Since the output torque of at least one of the first electric motor M1 and the second electric motor M2 is changed as compared with the output torque when only the starting of No. 8 is executed alone, for example, the first electric motor rotation speed N _M1 is negative. or certainly raises the first electric motor speed N _M1 to increase the output torque of the first electric motor M1 so as to be prevented from reaching the first electric motor overspeed N _M1LIM side, the first electric motor times Or speed N _M1 is prevented from increasing speed of the second electric motor rotation speed N _M2 to decrease the output torque of the second electric motor M2 to be prevented from reaching the negative side of the first electric motor overspeed N _M1LIM can do. Therefore, when the downshift of the automatic transmission unit 20 and the start of the engine 8 are executed in an overlapping manner, the engine start and the downshift of the automatic transmission unit 20 are advanced together to prevent the first electric motor M1 from over-rotating. be able to.

Further, according to the present embodiment, the second motor rotation speed _NM2 is increased in accordance with the downshift of the automatic transmission unit 20, whereby the first motor rotation speed _NM1 is the negative first motor overspeed. _Cranking torque generated by the first electric motor M1 when compared with the case where only the start of the engine 8 is executed when the engine speed falls below a predetermined over-rotation determination value N _M1MIN to prevent reaching N _M1LIM since changing at least one of the reaction force canceling torque TCC _M2 by TC _M1 and the second electric motor M2, first electric motor when the second electric motor rotation speed N _M2 with the downshift of the automatic transmission portion 20 has been raised The first motor rotation speed N is increased by increasing the output torque of the first motor M1 so that the speed N _M1 is prevented from reaching the negative first motor over-rotation speed N _M1LIM. Automatic shift by decreasing the output torque of the second motor M2 so that the _M1 is reliably increased or the first motor rotation speed N _M1 is prevented from reaching the negative first motor overspeed N _M1LIM It is possible to suppress the rising speed of the second motor rotation speed _NM2 accompanying the downshift of the unit 20.

Further, according to the present embodiment, the cranking torque by the first electric motor M1 is compared with the output torque in the case where only the start of the engine 8 is executed alone without overlapping with the downshift of the automatic transmission unit 20. Since the TC _M1 is increased and the reaction force cancellation torque TCC M2 by the second electric motor _M2 is decreased, the increase in the cranking torque TC _M1 ensures that the first electric motor rotational speed N _M1 is increased and the engine 8 is promptly The first motor rotation speed N _M1 is caused to reach the negative first motor over-rotation speed N _{M1LIM due} to an increase in the second motor rotation speed N _M2 accompanying the downshift of the automatic transmission unit 20 as well as starting. Is appropriately prevented. Alternatively, the first motor rotation speed N _M1 is reliably increased by suppressing the increase speed of the second motor rotation speed N _M2 associated with the downshift of the automatic transmission unit 20 due to the decrease in the reaction force cancellation torque TCC _M2. As a result, the engine 8 is started quickly, and the first motor rotation speed N _M1 is appropriately prevented from reaching the negative first motor over-rotation speed N _M1LIM .

Further, according to the present embodiment, the downshift of the automatic transmission unit 20 and the start of the engine 8 are overlapped and executed due to the increase in the required output T _OUT during the motor traveling by the second electric motor M2, for example, When the accelerator depressing operation (accelerator depressing operation) is performed while the motor is running, when the downshift of the automatic transmission unit 20 and the start of the engine 8 are repeatedly performed with emphasis on the driving force responsiveness, the engine startability is ensured and automatically The first motor M1 can be prevented from over-rotating while the downshift of the transmission unit 20 is reliably advanced.

Further, according to the present embodiment, the automatic transmission unit 20 is a stepped automatic transmission in which the gear stage is switched by changing the engagement device, so that the automatic transmission unit 20 is limited to, for example, during the downshift of the automatic transmission unit 20. Since the slip due to the half-engaged state of the engagement device occurs, even if the increase speed of the second motor rotation speed N _M2 due to the downshift of the automatic transmission unit 20 is suppressed by the decrease of the reaction force cancellation torque TCC _M2 , Problems are unlikely to occur.

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

For example, in the above-described embodiment, the torque changing unit 98 (S30 in FIG. 10) indicates that the first motor rotation speed N _M1 is the over-rotation determination value when the automatic transmission unit 20 is downshifting and the engine is starting. When _NM1MIN is reached, the cranking torque by the first electric motor M1 is compared with the output torque in the case where only the start of the engine 8 is executed independently without being overlapped with the downshift of the automatic transmission unit 20. While the TC _M1 is increased and the reaction force cancellation torque TCC M2 by the second electric motor _M2 is decreased, the cranking torque TC _M1 by the first electric motor _M1 is increased and the reaction force cancellation torque TCC _M2 by the second electric motor M2 is increased. You may make it perform at least one of reducing. Even if it does in this way, the effect substantially the same as the above-mentioned Example is acquired.

  Further, in the above-described embodiment, by controlling the operating state of the first electric 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. For example, the gear ratio γ0 of the differential unit 11 may be changed stepwise using a differential action instead of continuously. Good.

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

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

  In the above-described embodiment, the automatic transmission unit 20 is connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheel 34, but the differential unit 11 next to the automatic transmission unit 20. May be in the order in which they are connected. In short, the automatic transmission unit 20 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 34.

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

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

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

  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 is transmitted to the second rotating element RE2. The power transmission path to the drive wheel 34 is connected to the third rotating element RE3, but, for example, two or more planetary gear devices are connected to each other by some rotating elements constituting the third rotating element RE3. The engine, the electric motor, and the driving wheel are connected to the rotating element of the planetary gear device so as to be able to transmit power, and the stepped transmission is 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 continuously variable transmission.

  In the above-described embodiment, the automatic transmission unit 20 is inserted in the power transmission path between the transmission member 18 that is the output member of the differential unit 11, that is, the power distribution mechanism 16, and the drive wheel 34. For example, a continuously variable transmission (CVT), which is a kind of automatic transmission, and a continuously meshing parallel two-shaft type well known as a manual transmission, the gear stage can be automatically switched by a select cylinder and a shift cylinder. Other types of power transmission devices (transmissions) such as possible automatic transmissions may be provided. In the case of the continuously variable transmission (CVT), for example, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear speeds in the stepped transmission, and automatic operation is performed using the plurality of fixed gear ratios. A shift of the transmission unit 20 may be executed.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited thereto, and the engine 8 or the transmission member 18 to the drive wheels 34 are not limited thereto. It may be directly or indirectly connected to the power transmission path between them 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 included in the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It may be connected to any 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 needs to be disposed on a common axis. Absent.

  In the above-described embodiment, the first motor M1 and the second motor M2 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. The first motor M1 is operatively connected to the differential unit sun gear S0, for example, via a gear, a belt, a speed reducer, and the like, and is not necessarily arranged as such. May be coupled to the transmission 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 concentric on the counter shaft. In addition, the automatic transmission unit 20 may be arranged. In this case, the differential unit 11 and the automatic transmission unit 20 are coupled so as to be able to transmit power, for example, as a transmission member 18 via a pair of transmission members including a counter gear pair, a sprocket and a chain.

  Further, the power distribution mechanism 16 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 34, but the second electric motor M2 is connected to the power transmission path. In addition, the power distribution mechanism 16 can be connected to the power distribution mechanism 16 through an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1. The configuration of the drive device 10 that can be controlled may be used.

  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 each separately driven from the differential unit 11. 10 may be provided.

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

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

  Each of the above-described embodiments can be implemented in combination with each other, for example, by providing a priority order.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle drive device to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the vehicle drive device of FIG. 1 and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the vehicle drive device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the vehicle drive device 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 drive device of FIG. 1, an example of a pre-stored shift diagram that is a basis for shift determination of the automatic transmission unit, and a pre-stored drive force source switching diagram for switching between engine travel and motor travel It is a figure which shows an example, 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. It is a figure which shows an example in case a cranking torque is increased during the downshift of an automatic transmission part and an engine starting, and a reaction force cancellation torque is decreased on a nomograph. In order to prevent over-rotation of the first electric motor while the engine start and the downshift are proceeded together when the essential part of the control operation of the electronic control unit, that is, the engine start and the downshift of the automatic transmission unit are overlapped and executed. It is a flowchart explaining the control action of. 6 is a time chart when the first motor rotation speed approaches the negative first motor over-rotation speed during engine start-up and during a downshift of the automatic transmission unit. It is a figure illustrated as a prior art example in the nomographic chart in an electric type differential part, (a) is a figure which illustrates engine starting during motor driving | running | working by a 2nd electric motor, (b) is a downshift of a transmission part. FIG. 6 is a diagram exemplifying that the first motor rotation speed enters a negative overspeed region when the engine start and the engine start are overlapped.

Explanation of symbols

8: Engine 10: Vehicle drive device 11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
18: Transmission member (output-side rotating member)
20: Automatic transmission unit 34: Drive wheel 80: Electronic control device (control device)
M1: first electric motor M2: second electric motor

Claims (5)

A differential mechanism coupled to the engine so as to be capable of transmitting power; and a first motor coupled to the differential mechanism so as to be capable of transmitting power. The operating state of the first motor is controlled to control the differential mechanism. An electric differential unit in which a differential state is controlled, a transmission unit constituting a part of a power transmission path from the engine to the drive wheels, and a second electric motor coupled to the power transmission path so as to be capable of transmitting power A control device for a vehicle drive device comprising:
When the downshift of the transmission unit and the engine start are performed in an overlapping manner, the speed change is performed so that the rotation speed of the first electric motor is prevented from reaching a predetermined negative overspeed. Changing the output torque of at least one of the first electric motor and the second electric motor as compared with the output torque when only starting the engine is executed independently without overlapping the downshift of the part A control device for a vehicle drive device. The transmission unit is an automatic transmission that is connected in series to an output-side rotating member of the electric differential unit and constitutes a part of a power transmission path from the electric differential unit to a drive wheel. The two electric motors are operatively connected to the output side rotating member,
The rotational speed of the second electric motor is increased in accordance with the downshift of the transmission unit, so that the rotational speed of the first electric motor is prevented from reaching the predetermined overspeed on the negative side. The output torque of at least one of the first electric motor and the second electric motor is changed when a predetermined over-rotation determination value larger than the over-speed is lower than a predetermined over-rotation determination value. A control device for a vehicle drive device. The engine is started by outputting a cranking torque by the first motor to raise the engine speed to a predetermined speed or higher that allows complete explosion by raising the speed of the first motor, and at the same time, the cranking torque. This is executed by outputting a reaction force cancel torque by the second motor to counteract the reaction force torque corresponding to the above and cancel the reaction force torque to prevent the rotation speed of the second motor from decreasing. Is,
The cranking torque is increased and the reaction force cancellation torque is decreased as compared to the output torque when only the engine start is executed independently without being overlapped with the downshift of the transmission unit. The vehicle drive device control device according to claim 2, wherein at least one of the above is performed.   4. The vehicle according to claim 2, wherein a downshift of the transmission unit and a start of the engine are overlapped due to an increase in a required output during motor traveling by the second electric motor. 5. Control device for driving device.   5. The vehicle drive device control according to claim 2, wherein the automatic transmission is a stepped automatic transmission whose gear position is switched by re-engaging the engagement device. 6. apparatus.

Images