JP2010070033A - Appapratus for controlling vehicle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress gear shift shock and prevent excessive rotation of a first motor at the gear shifting of the transmission part in a vehicle driving device having an electric differential part and a transmission part. <P>SOLUTION: Feedback control is performed to control first motor torque T<SB>M1</SB>so that an engine rotational speed N<SB>E</SB>reaches a target engine rotational speed N<SB>E</SB><SP>*</SP>. At the gear shifting of an automatic transmission part 20, since shifting feedback gain KP<SB>SFT</SB>for suppressing gear shift shock, which is uniformly made smaller than normal feedback gain KP<SB>NOR</SB>, is transitionally increased as a first motor rotational speed N<SB>M1</SB>is close to an allowable limit of first motor rotational speed N<SB>M1LIM</SB>, first motor torque T<SB>M1</SB>is increased and the engine rotational speed N<SB>E</SB>is changed toward the target engine rotational speed N<SB>E</SB><SP>*</SP>so that the first motor rotational speed N<SB>M1</SB>does not exceed the allowable limit of the first motor rotational speed N<SB>M1LIM</SB>. Thus, the excessive rotation of the first motor M1 is prevented. <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 coupled to a driving force source for traveling so as to be able to transmit power and a differential motor coupled so as to be capable of transmitting power to the differential mechanism, and the operating state of the differential motor being controlled There is well known a vehicle drive device including an electric differential unit in which the differential state of the differential mechanism is controlled by the above and a transmission unit that constitutes a part of the power transmission path.

  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.

  Further, while the engine is running, the engine rotational speed is targeted regardless of the input side rotational speed of the transmission unit, which is constrained by the vehicle speed by controlling the operating state of the first motor, that is, the output side rotational speed of the electric differential unit. The engine speed can be controlled. At this time, feedback control for controlling the output torque of the first electric motor is executed so that the engine rotation speed becomes the target engine rotation speed.

JP 2005-348532 A

  By the way, when the engine speed is controlled to the target engine speed when the speed change section is changed, a rotating member (for example, an output) constituting an electric differential section connected to the speed change section with the speed change of the speed change section. Since the rotational speed of the rotating member on the side is changed, the output torque of the first electric motor is increased in order to suppress the deviation between the actual engine speed and the target engine speed due to the rotational change. As a result, the output torque of the electric differential unit is also increased, and the transmission input torque input to the transmission during the shift is also increased. For example, hydraulic control related to the shift of the shift unit is not properly executed. There was a possibility that shift shock would occur. In response to such a problem, for example, during the shift of the transmission unit, priority is given to suppressing the shift shock over controlling the engine rotation speed to the target engine rotation speed, and the feedback control is performed to suppress the shift shock. It is conceivable to reduce the output gain of the first motor and to reduce the output torque of the first motor as compared to when the gear is not being shifted. However, this time, the engine rotation speed is not properly controlled, and there is a possibility that the rotating member constituting the first electric motor or the electric differential unit will be in an overspeed state exceeding the allowable limit rotation speed. In particular, at the time of shifting of the speed change unit accompanying accelerator depression or accelerator return, a change in engine rotation speed accompanying an accelerator change is applied, so that the rotating member constituting the first electric motor or the electric differential unit can be over-rotated. There was more sex. Such a problem including the occurrence of the shift shock is not known.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide an electric difference in a vehicle drive device including an electric differential unit and a transmission unit when shifting the transmission unit. It is an object of the present invention to provide a control device capable of achieving both suppression of shift shock and prevention of over-rotation of a rotating member constituting a first electric motor or an electric differential unit by appropriately controlling a moving part.

  To achieve the above object, the gist of the present invention is that: (a) a differential mechanism connected to a driving force source for traveling so as to be able to transmit power and a differential mechanism connected so as to be able to transmit power to the differential mechanism And an electric differential unit in which the differential state of the differential mechanism is controlled by controlling the operation state of the differential motor, and from the driving power source for traveling to the drive wheel A vehicle drive device control device comprising: a transmission portion that constitutes a part of a power transmission path, wherein (b) the rotational speed of the driving force source for travel is set to a predetermined target rotational speed. Feedback control for controlling the output torque of the differential motor, and (c) at the time of shifting of the transmission unit, at least a predetermined rotating member constituting the differential motor and the electric differential unit Predetermined permissible limit rotation with each rotation speed set The closer the time is to increase the feedback gain in the feedback control.

  According to this configuration, in the control device for the vehicle drive device including the electric differential unit and the transmission unit, the differential is set so that the rotation speed of the driving force source for traveling becomes a predetermined target rotation speed. Feedback control is performed to control the output torque of the electric motor, and at the time of shifting of the transmission unit, at least one rotation speed of a predetermined rotating member constituting the differential motor and the electric differential unit is set. Since the feedback gain in the feedback control is increased as the predetermined allowable limit rotational speed is approached, the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit is the predetermined allowable speed. As the limit rotational speed is approached, the output torque of the differential motor is increased, so that at least one of the rotational speeds does not exceed a predetermined allowable limit rotational speed. The rotational speed of the line for the drive power source is varied toward the target rotational speed, the over-rotation of the rotating member constituting the first electric motor and the electric differential unit is prevented. Further, the output torque of the differential motor is not increased when the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit does not approach the predetermined allowable limit rotational speed. Thus, although the rotational speed of the driving force source for traveling tends to deviate from the target rotational speed, the shift shock is suppressed.

  For example, the output torque of the first motor is reduced compared to other than during gear shifting using a feedback gain for gear shifting that is smaller than that during gear shifting in order to suppress gear shift shock during gear shifting. The rotational speed of the driving force source for traveling deviates from the target rotational speed, and the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit is a predetermined allowable limit. Although it becomes easy to approach the rotational speed, on the other hand, as the rotational speed of at least one approaches the predetermined allowable limit rotational speed, the output torque of the differential motor is increased so as not to exceed the predetermined allowable limiting rotational speed. The rotational speed of the driving force source for traveling is changed toward the target rotational speed. Therefore, there is provided a control device capable of achieving both suppression of shift shock and prevention of over-rotation of the rotating members constituting the first electric motor and the electric differential unit when shifting the transmission unit.

  Here, it is preferable that the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit is a predetermined value smaller than the predetermined allowable limit rotational speed on the upper limit side by a predetermined value. When the rotational speed is exceeded, the feedback gain is changed to be increased. In this case, when the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit exceeds the predetermined rotational speed and approaches the predetermined allowable limit rotational speed on the upper limit side. The output torque of the differential motor is increased, and overrotation of the rotating members constituting the first motor and the electric differential unit is prevented. Further, when the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential section has a margin of a predetermined value or more with respect to the predetermined allowable limit rotational speed on the upper limit side In this case, the output torque of the differential motor is not increased, and the shift shock is suppressed.

  Preferably, a predetermined rotation in which a rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit is larger than a predetermined allowable limit rotational speed on a lower limit side by a predetermined value. When the speed falls below, the feedback gain is changed to be increased. In this case, when the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential section is lower than the predetermined rotational speed and approaches the predetermined allowable limit rotational speed on the lower limit side. The output torque of the differential motor is increased, and overrotation of the rotating members constituting the first motor and the electric differential unit is prevented. Also, when the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential section has a margin of a predetermined value or more with respect to the predetermined allowable limit rotational speed on the lower limit side In this case, the output torque of the differential motor is not increased, and the shift shock is suppressed.

  Preferably, at the time of shifting of the transmission unit, the feedback gain is uniformly smaller than the feedback gain at the steady state other than the shifting time, and the feedback gain at the time of shifting that is uniformly reduced is Change the feedback gain to increase transiently. In this case, at the time of shifting of the transmission unit, the rotational speed of at least one of the predetermined rotating member constituting the differential motor and the electric differential unit is a predetermined value with respect to the predetermined allowable limit rotational speed. When there is a margin of more than one minute, the output torque of the first electric motor is reduced by the feedback gain at the time of the uniformly reduced shift as compared with the steady state other than at the time of the shift, and the shift shock is suppressed. In addition, at the time of shifting of the transmission unit, the rotational speed of at least one of the predetermined rotating member constituting the differential motor and the electric differential unit exceeds a predetermined rotational speed and approaches a predetermined allowable limit rotational speed. In this case, the output torque of the first motor, which has been reduced compared with the steady state other than the time of shifting, is increased again, and the first motor and the rotating member constituting the electric differential section are prevented from over-rotating. .

  Preferably, the feedback gain that is changed transiently is such that the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit is the predetermined allowable limit rotational speed. Is reached as a feedback gain in the steady state or a predetermined feedback gain for over-rotation protection set as a feedback gain for not exceeding the predetermined allowable limit rotational speed, and the differential motor and Based on the rotational speed difference between at least one rotational speed of the predetermined rotating member constituting the electric differential section and the predetermined rotational speed, the feedback gain in the steady state or the predetermined feedback gain for over-rotation protection Is linearly interpolated between the value and the feedback gain at the time of the uniform reduction It is sea urchin change. In this way, when the output torque of the first electric motor, which has been reduced compared with the steady state other than the time of shifting, is increased again, it can be continuously and smoothly changed, so that over-rotation prevention is given priority. Occurrence of shift shock due to is suppressed.

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

  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 includes a first element connected to the driving power source (engine) for traveling so as to be able to transmit power and a second element connected so as to be able to transmit power to the differential motor. It is an apparatus having three rotating elements with a third element coupled to the driving wheel so as to be able to transmit power. 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 driving power source for driving (engine) and the driving wheel, the driving power source for driving, the electric differential unit, the transmission unit, and the driving wheel in this order. It is connected.

  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 releasing the disengagement side engagement device and engaging the engagement side engagement device, and selectively establishes each gear stage (shift stage). As a result, a gear ratio γ (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) that changes approximately in a ratio is obtained for each gear stage. For example, as shown in the engagement operation table of FIG. 2, the first speed gear stage in which the gear ratio γ1 is the maximum value, for example, 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.

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.

  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.

More Here, below a feedback control for controlling the first electric motor torque T _M1 so that the engine 8 along the optimum fuel consumption curve L _{E (see} FIG. 8) executed by the hybrid control means 84 described above is activated Describe.

During engine running, although the hybrid control means 84 controls the speed ratio γ0 of the power distribution mechanism 16 so that the engine 8 optimum fuel consumption curve L _E in the engine operating point P _EG of the engine 8 along is activated, in order that The hybrid control means 84 includes target engine rotation speed determination 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 previously determined 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, the hybrid fuel control means 84 executes the feedback control of the first electric motor (differential electric motor) M1 so that the engine rotational speed _NE becomes the target engine rotational speed _NE ^* , whereby the optimum fuel consumption rate is achieved. curve _{L E} along the engine operating point _{P EG} engine 8 is operated.

Here, the first electric motor torque T _M1 is required not only for the purpose of converging the engine rotational speed _NE to the target engine rotational speed N _E ^* as described above but also for transmitting the engine torque _TE to the drive wheels 34. Therefore, the first electric motor torque T _M1 converges the driving torque for transmitting the engine torque T _E to the drive wheels 34 and the engine rotational speed _NE to the target engine rotational speed N _E ^* . Therefore, the target engine speed N _E ^* and the second motor rotation are calculated from the following equation (2) in which the first motor rotation speed N _M1 is determined using the gear ratio ρ0 of the power distribution mechanism 16 and the rotation speed of each element as parameters. In order to converge to the target first motor rotation speed N _M1 ^* which is the target value of the first motor rotation speed N _M1 calculated based on the speed N _M2 , the control of the following formula (1) This can be divided into feedback torque TF _M1 (hereinafter referred to as “first motor feedback torque TF _M1 ”) generated and changed by feedback control based on the equation. That is, the first electric motor torque T _M1 is represented by the sum of the torque for the drive, the first electric motor feedback torque TF _M1 which becomes zero when the engine rotational speed N _E is equal to the target engine speed N _E ^* Can be considered. Accordingly, the hybrid control means 84 determines the first motor torque T _M1 including the first motor feedback torque TF _M1 based on the following formula (1), so that the engine speed _NE becomes the target engine speed N _E ^*. It can be said that the feedback control for controlling the first electric motor torque _TM1 is executed so that Note that the feedback control of the first electric motor M1 based on the control expression of the following expression (1) is executed not only during the shift of the automatic transmission unit 20, but also during a non-shift, that is, at a steady time other than the shift.

In the control expression of the above formula (1), the first term on the right side is a proportional term, and the second term on the right side is an integral term. In the above equation (1), “KP” indicates a proportional gain, and “KI” indicates an integral gain. The above equation (1), the proportional gain KP, and the integral gain KI are responses of the first motor feedback torque TF _M1 . It has been experimentally set in advance so that both stability and stability are compatible. Both the proportional gain KP and the integral gain KI are feedback gains in the feedback control of the first electric motor M1, but in this embodiment, the proportional gain KP is referred to as “feedback gain (FB gain) in order to simplify the explanation and facilitate understanding. ) ". The proportional gain KP and the integral gain KI used in the above equation (1) are stored in advance in the electronic control unit 80, for example.

By the way, when the automatic transmission unit 20 is shifted, the input side rotation speed of the automatic transmission unit 20, that is, the transmission member rotation speed N ₁₈ (= second motor rotation speed N _M2 ) is changed. The first motor torque T _M1 is based on the above formula (1) in order to suppress the difference between the engine rotation speed _NE and the target engine rotation speed _NE ^* caused by the change in the rotation speed of the second motor rotation speed N _M2 that sometimes accompanies shifting. Is increased. As a result, the torque transmitted to the output side of the differential unit 11 is also increased, and the transmission input torque input to the automatic transmission unit 20 during the shift is also increased. For example, the automatic transmission unit 20 of the hydraulic control circuit 70 There is a possibility that a shift shock may occur due to failure to appropriately cope with the increased transmission input torque in the hydraulic control related to the shift.

Therefore, in this embodiment, the steady-state FB gain KP _NOR set in advance as the FB gain KP is used in the steady state other than during the automatic transmission 20 shift. On the other hand, during shifting of the automatic transmission unit 20, from the viewpoint of giving priority to suppressing shift shock over controlling the engine rotation speed _NE to the target engine rotation speed _NE ^* , In order to reduce the first electric motor torque T _M1 as compared with the steady state and suppress the shift shock, the FB gain KP during the shift is preset as a constant value smaller than the steady state FB gain KP _NOR as the FB gain KP. _SFT is used.

However, the use of the shift in the FB gain KP _SFT during the shifting of the automatic shifting portion 20, the first electric motor allowable limit of the first electric motor M1 engine rotational speed N _E is not properly controlled as a predetermined tolerable rotational speed There is a possibility that an over-rotation state exceeding the rotation speed N _M1LIM will occur. In particular, at the time of shifting of the automatic shifting portion 20 due to the return accelerator depression and an accelerator, may become excessive rotation state from a change in the engine rotational speed N _E with the accelerator change is added is more. The predetermined allowable limit rotational speed is a design value that is predetermined by a rating or the like in consideration of, for example, durability.

FIG. 9 is a diagram illustrating an example of a case where the first electric motor M1 is in an overspeed state during the shift of the automatic transmission unit 20 on the alignment chart. In FIG. 9, when the transmission member rotation speed N ₁₈ is increased from the state of the solid line before the shift with the downshift of the automatic transmission unit 20, the shift is being performed in the shift process with respect to the state of the broken line after the shift. The engine rotational speed _NE and the target engine rotational speed _NE ^* are different from those in the steady state as indicated by the one-dot chain line by the first electric motor torque T _M1 that is decreased compared to the steady state by using the FB gain KP _SFT. Be made. When the engine output _PE is increased during such shifting, the engine rotational speed _NE is in a one-dot chain line state as indicated by a two-dot chain line due to the first motor torque T _M1 decreased compared to the normal state. There is a possibility that the first electric motor M1 will be in an overspeed state exceeding the upper limit first motor allowable limit rotational speed _NM1MAX .

In order to prevent an over-rotation state of the first electric motor M1 and the like by using the FB gain KP _SFT during the shift during the shift of the automatic transmission unit 20 as described above, that is, engine rotation by using the FB gain KP _SFT during the shift to suppress the deviation between the speed N _E and the target engine rotational speed N _E ^*, in the present embodiment, when shifting of the automatic transmission portion 20, the first electric motor speed N _M1 is the first electric motor allowable limit rotation speed N _M1LIM The FB gain KP in the feedback control, for example, the FB gain KP _SFT during shifting is increased as the value approaches.

  More specifically, returning to FIG. 6, the shifting determination unit 92 determines whether or not the automatic transmission unit 20 is shifting. For example, the determination is made by detecting a valve command signal that is output by the stepped shift control means 82 and that activates an electromagnetic valve included in the hydraulic control circuit 70.

Predetermined rotational arrival determining means 94, a margin rotational speed N _M1MU as predetermined rotational speed of only a small upper side by a predetermined value MRG than the first electric motor speed N _M1 is the first electric motor allowable limit rotation speed N _M1max upper side ( = N _M1MAX -MRG) is determined. Further, the predetermined rotation arrival determining means 94 has a marginal rotation speed N as a predetermined rotation speed on the lower limit side in which the first motor rotation speed N _M1 is larger than the first motor allowable limit rotation speed N _M1MIN on the lower limit side by a predetermined value MRG. _It is determined whether or not the value is lower than _M1MD (= N _M1MIN + MRG). That is, the predetermined rotation arrival determination means 94 determines whether or not the first motor rotation speed N _M1 has reached a margin rotation speed N _M1M that is estimated for the predetermined value MRG with respect to the first motor allowable limit rotation speed N _M1LIM . To do. The predetermined value MRG is, for example, a margin (margin) up to a limit that _allows for safety so that the first motor rotation speed N _M1 does not exceed the first motor allowable limit rotation speed N _M1LIM , and the durability of the first motor M1 It is a value obtained experimentally in advance to prevent an overspeed state for maintenance.

The gain changing means 96 switches the FB gain KP to the steady-state FB gain KP _NOR when the automatic transmission unit 20 is determined not to be shifting by the in-shift determining means 92. Further, the gain changing means 96 determines that the first motor rotation speed N _M1 is set to the marginal rotation speed N _M1M by the predetermined rotation arrival determination means 94 at the time of shifting when the automatic shifting portion 20 is determined to be shifting by the shifting determination means 92. When it is determined that the FB gain KP has not yet been reached, the FB gain KP is switched to the shifting FB gain KP _SFT . On the other hand, the gain changing unit 96 determines that the first motor rotation speed N _M1 is set to the marginal rotation speed N _M1M by the predetermined rotation arrival determination unit 94 at the time of shifting when the automatic shifting unit 20 is determined to be shifting by the shifting determining unit 92. When it is determined that the FB gain KP has been reached, the FB gain KP is changed to be transiently increased from the FB gain KP _SFT during shifting.

FB gain KP that is transiently increased from this shift in FB gain KP _SFT, shows the overspeed protection FB gain KP _G that is set to prevent over-rotation state of the first electric motor M1, for example, the When the one motor rotation speed N _M1 reaches the first motor allowable limit rotation speed N _M1LIM , the maximum overspeed protection FB gain KP _GMAX is set, and the first motor rotation speed N _M1 and the surplus rotation speed N _{M1M are set. Is} changed to linearly interpolate between the maximum overspeed protection FB gain KP _GMAX and the shifting FB gain KP _SFT . The FB gain KP _GMAX for maximum overspeed protection here may be the FB gain KP _NOR during _{normal operation} , or experimentally in advance as an FB gain KP for not exceeding the first motor allowable limit rotational speed _NM1LIM. The predetermined overspeed protection FB gain determined and required may be set, or the predetermined overspeed protection FB gain may be changed in accordance with the gear position of the automatic transmission unit 20, the vehicle speed V, or the like. It may be a value.

The control for changing the FB gain KP so as to be transiently increased from the FB gain KP _SFT during shifting will be described in more detail below. For example, the overspeed protection FB gain KP _G is set such that the first motor rotation speed N _M1 approaches the upper limit side first motor allowable limit rotation speed N _M1MAX and the first motor rotation speed N _M1 is lower limit side first motor allowance. When approaching the limit rotational speed N _M1MIN , it is calculated using different mathematical formulas.

When the first motor rotation speed N _M1 approaches the upper limit side first motor allowable limit rotation speed N _M1MAX , the first motor rotation speed N _M1 and the upper limit side margin rotation speed N _M1MU (= N _M1MAX − MRG) is calculated by the gain changing means 96 for the over-rotation protection FB gain KP _GU on the upper limit side. Thus, the upper limit side overspeed protection FB gain KP _GU the closer to the first electric motor speed N _M1 is an upper limit side first electric motor exceeds the upper limit margin rotational speed N _M1MU allowable limit rotation speed N _M1max is large, the When 1 motor rotation speed N _M1 reaches the upper limit side first motor allowable limit rotation speed N _M1MAX , the upper limit side overspeed protection FB gain KP _GU becomes the maximum overspeed protection FB gain KP _GMAX .

When the first motor rotation speed N _M1 approaches the lower limit side first motor allowable limit rotation speed N _M1MIN , the first motor rotation speed N _M1 and the lower limit side margin rotation speed N _M1MD (= N _M1MIN + MRG are obtained from the following equation (4). ), The lower limit over-rotation protection FB gain KP _GD is calculated by the gain changing means 96. Thus, the first electric motor speed N _M1 is a lower limit margin rotational speed N _M1MD than the lower limit side first electric motor allowable limit rotation speed N _M1MIN lower limit overspeed protection FB gain KP _GD the closer to is increased, the When 1 motor speed N _M1 reaches the lower limit side first motor allowable limit speed N _M1MIN , the lower limit side overspeed protection FB gain KP _GD is set to the maximum overspeed protection FB gain KP _GMAX .

FIG. 10 is a flowchart for explaining a main part of the control operation of the electronic control unit 80, that is, a control operation for changing the FB gain KP in the feedback control of the first electric motor M1, for example, an extremely high number of about several milliseconds to several tens of milliseconds. It is executed repeatedly with a short cycle time. FIG. 11 is a time chart when the first motor rotation speed N _M1 approaches the upper limit side first motor allowable limit rotation speed N _M1MAX during a shift of the automatic transmission unit 20, for example, during a downshift due to an accelerator depression operation. FIG. 12 is a time chart when the first motor rotation speed N _M1 approaches the lower limit first motor allowable limit rotation speed N _M1MIN during a shift of the automatic transmission unit 20, for example, during an upshift by an accelerator return operation.

In FIG. 10, first, in step (hereinafter, step is omitted) S10 corresponding to the during-shift determination means 92, it is determined whether or not the automatic transmission unit 20 is shifting. When it is determined that the automatic transmission unit 20 is not shifting based on the detection result such as the valve command signal output by the stepped shift control unit 82 and the determination in S10 is negative, S20 corresponding to the gain changing unit 96 is performed. , The FB gain KP is switched to the steady-state FB gain KP _NOR (before time t ₁ or time t _{4 in} FIGS. 11 and 12).

On the other hand, if it is determined that the automatic transmission unit 20 is shifting and the determination in S10 is affirmative, in S30 corresponding to the predetermined rotation arrival determination means 94, the first motor rotation speed N _M1 is increased to the upper margin side rotation. It is determined whether the speed N _M1MU (= N _M1MAX -MRG) has not yet been reached. When the first motor rotation speed N _M1 exceeds the upper limit side margin rotation speed N _M1MU and the determination in S30 is negative, in S40 corresponding to the gain changing means 96, the FB gain KP is the upper limit side overspeed protection FB gain. is switched to KP _{GU (t 2} time to _{t 3} time points in FIG. 11). When the first motor rotation speed N _M1 is lower than the upper limit margin rotation speed N _{M1MU and} the determination in S30 is affirmative, the first motor rotation speed N _M1 is the lower limit in S50 corresponding to the predetermined rotation arrival determination means 94. It is determined whether or not the side margin rotational speed N _M1MD (= N _M1MIN + MRG) has not yet been reached. When the first motor rotation speed N _M1 is lower than the lower limit margin rotation speed N _M1MD and the determination in S50 is negative, the FB gain KP is set to the lower limit overspeed protection FB gain in S60 corresponding to the gain changing means 96. is switched to KP _{GD (t 2} time to _{t 3} time points in FIG. 12). On the other hand, when the first motor rotation speed N _M1 is higher than the lower limit side margin rotation speed N _{M1MD and} the determination in S50 is affirmed, in S70 corresponding to the gain changing means 96, the FB gain KP is changed to the FB gain KP during shifting. Switching to _SFT (time t ₁ or time t _{3 in} FIGS. 11 and 12).

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 engine rotational speed _NE is set to the target engine speed when the automatic transmission unit 20 is shifted. The feedback control for controlling the first motor torque T _M1 is executed so as to become the speed N _E ^* , and the FB gain in the feedback control _becomes closer as the first motor rotation speed N _M1 approaches the first motor allowable limit rotation speed N _M1LIM. Since the FB gain KP _SFT, for example, during gear shifting, is increased, the first motor torque T _M1 is increased and the first motor rotation speed is increased as the first motor rotation speed N _M1 approaches the first motor allowable limit rotation speed N _M1LIM. N _M1 to the engine rotational speed so as not to exceed the first electric motor allowable limit rotation speed _{N M1LIM N E} is target engine speed _N ^{E *} Is is selfish changed, overspeed of the first electric motor M1 can be prevented. When the first electric motor speed N _M1 does not approach to the first electric motor allowable limit rotation speed N _M1LIM, since the first electric motor torque T _M1 is not increased, the engine rotational speed N _E is the target engine rotational speed N _E ^* Shift shock is suppressed, although it is easy to deviate from ^* .

For example, the first electric motor torque T _M1 is compared with a value other than during the shift using the FB gain KP _SFT during the shift, which is smaller than that during the shift in order to suppress the shift shock during the shift of the automatic transmission unit 20. when reducing Te, the first electric motor speed N _M1 engine speed N _E deviate from target engine speed N _E ^* is but easily accessible to the first electric motor allowable limit rotation speed N _M1LIM, while the first As the motor rotation speed N _M1 approaches the first motor allowable limit rotation speed N _M1LIM , the first motor torque T _M1 is increased so that the engine rotation speed N _E does not exceed the first motor allowable limit rotation speed N _M1LIM. It is changed toward the target engine speed N _E ^* . Therefore, it is possible to achieve both suppression of shift shock and prevention of over-rotation of the first electric motor M1 during the shift of the automatic transmission unit 20.

Further, according to the present embodiment, when the first motor rotation speed N _M1 exceeds the upper limit side margin rotation speed N _M1MU , the FB gain KP is changed so as to increase. Therefore, the first motor rotation speed N _M1 is set to the upper limit. When the upper margin side rotation speed N _M1MU is exceeded and approaches the upper limit side first motor allowable limit rotation speed N _M1MAX , the first motor torque T _M1 is increased and the first motor M1 is prevented from over-rotating. Further, when the first motor rotation speed N _M1 has a margin equal to or _larger than the upper limit side first motor allowable limit rotation speed N _M1MAX by a predetermined value MRG, the first motor torque T _M1 is not increased and a shift shock is _generated . It is suppressed.

Further, according to this embodiment, since the change so as to increase the FB gain KP when the first electric motor speed N _M1 is below the lower limit margin rotational speed N _M1MD, first electric motor speed N _M1 is lower When lower than the side margin rotation speed N _M1MD and approaches the lower limit side first motor allowable limit rotation speed N _M1MIN , the first motor torque T _M1 is increased, and over-rotation of the first motor M1 is prevented. Further, when the first motor rotation speed N _M1 has a margin equal to or greater than the lower limit side first motor allowable limit rotation speed N _M1MIN by a predetermined value MRG, the first motor torque T _M1 is not increased, and a shift shock is _generated . It is suppressed.

Further, according to this embodiment, the FB gain KP is set to the FB gain KP _SFT during the shift in which the FB gain KP is uniformly smaller than the steady-state FB gain KP _NOR during the shift of the automatic transmission unit 20, and the first motor rotation speed N _{When M1} reaches the surplus rotational speed N _M1M , the FB gain KP is changed so as to be transiently increased with respect to the shifting FB gain KP _SFT. Therefore, when the automatic transmission 20 is _shifted , the first motor rotational speed N _M1 is changed. When there is a margin equal to or greater than a predetermined value MRG with respect to the first motor allowable limit rotational speed N _M1LIM , the first motor torque T _M1 is decreased by the FB gain KP _SFT during the shift compared to the steady state other than the shift. Thus, the shift shock is suppressed. Further, when the automatic transmission unit 20 shifts, when the first motor rotation speed N _M1 exceeds the margin rotation speed N _M1M and approaches the first motor allowable limit rotation speed N _M1LIM , compared with the steady state other than the shift. The reduced first electric motor torque T _M1 is increased again, and over-rotation of the first electric motor M1 is prevented.

Further, according to the present embodiment, the FB gain KP that is transiently changed with respect to the FB gain KP _SFT during shifting has reached, for example, that the first motor rotation speed N _M1 has reached the first motor allowable limit rotation speed N _M1LIM . Sometimes the maximum overspeed protection FB gain KP _GMAX (for example, steady state FB gain KP _NOR or a predetermined overspeed protection FB gain) is set, and the first motor rotation speed N _M1 and the marginal rotation speed N _{M1M Is} changed so as to linearly interpolate between the maximum overspeed protection FB gain KP _GMAX and the in-shift FB gain KP _SFT. and when the first electric motor torque T _M1 is increased again, continuous smoothly FB gain KP is varied, this excessive rotation preventing of the first electric motor M1 is prioritized Occurrence of shift shock due is suppressed.

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

For example, in controlling expression of the equation in the embodiment described above (1), the target engine an engine rotational speed N _E based on whether the first electric motor speed N _M1 is equal to the target first electric motor speed N _M1 ^* Although it is converged to the rotational speed N _E ^*, controlling expression of the equation (1) can be controlled to directly based on whether the engine rotational speed N _E is equal to the target engine speed N _E ^* good. In this case, since the target engine speed N _E ^* is determined directly, it is not necessary to replace the target value using the above equation (2).

Also, switching to overspeed protection FB gain KP _G in the embodiment described above, a margin rotational speed in anticipation of predetermined value MRG content relative to the first electric motor speed N _M1 first motor allowable limit rotation speed N _M1LIM It has been performed based on the relationship between the N _M1M, margin rotation anticipation of predetermined value MRG minute for the engine limit rotational speed N _ELIM for preventing over-rotation of the engine rotational speed N _E and the first electric motor M1 It may be executed based on a relative relationship with the speed _NEM . In this case, the engine limit rotational speed N _ELIM is calculated based on the following equation (5) using the gear ratio ρ0 of the power distribution mechanism 16 and the rotational speed of each element as parameters, and the first motor allowable limit rotational speed N _M1LIM and second It is calculated based on the motor rotation speed _NM2 .

Also, switching to overspeed protection FB gain KP _G in the embodiment described above, it was those for both the process of shifting the automatic transmission portion 20 and the suppression of shift shock and overspeed of the first electric motor M1 However, it is intended to satisfy both the shift shock and the prevention of the rotation member constituting the differential unit 11 (power distribution mechanism 16), for example, the differential unit planetary gear P0 from entering an overspeed state exceeding the allowable limit rotational speed. It may be. In this case, the first motor rotation speed N _M1 in the formulas (1) to (4), the first motor allowable limit rotation speed N _M1LIM related to the first motor rotation speed N _M1, and the like are the differential planetary gears. It is replaced with the rotational speed of P0 or the rotational speed related thereto. Further, it is possible to achieve both the prevention of over-rotation of the first electric motor M1 and the prevention of over-rotation of the rotating member constituting the differential unit 11. In this case, the FB gain KP in the feedback control is increased as the rotational speeds of at least one of the rotating members constituting the first electric motor M1 and the differential unit 11 approach the predetermined allowable limit rotational speeds. The For example, the rotational speed of the differential portion planetary gear P0, replacing the relationship of the above formula (5) as well as the gear ratio ρ0 of the power distribution mechanism 16 and the rotational speed of each element in the engine rotational speed N _E, the first each of the rotational speed of the electric motor speed N _M1 and the differential portion planetary gear P0 based on the replacement value to the engine rotational speed N _E, determines the rotation speed of the person who approaches a predetermined tolerable rotational speed set each and performs switching to overspeed protection FB gain KP _G.

  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 1st electric motor will be in an overspeed state during the speed change of an automatic transmission part on a nomograph. 7 is a flowchart for explaining a control operation for changing a feedback gain in the feedback control of the first motor, that is, the main part of the control operation of the electronic control unit. 6 is a time chart when the first motor rotation speed approaches the upper limit side first motor allowable limit rotation speed during the shift of the automatic transmission unit. 6 is a time chart when the first motor rotation speed approaches the lower limit first motor allowable limit rotation speed during the shift of the automatic transmission unit.

Explanation of symbols

8: Engine (drive power source for running)
10: Vehicle drive device 11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit 34: Drive wheel 80: Electronic control device (control device)
M1: First motor (differential motor)
P0: differential unit planetary gear (predetermined rotating member)

Claims (5)

A differential mechanism coupled to a driving force source for traveling so as to be capable of transmitting power and a differential motor coupled to be capable of transmitting power to the differential mechanism, and the operating state of the differential motor being controlled. An electric differential unit in which the differential state of the differential mechanism is controlled by the driving mechanism, and a transmission unit that constitutes a part of a power transmission path from the driving force source for driving to the driving wheels. A control device,
Performing feedback control for controlling the output torque of the differential motor so that the rotational speed of the driving force source for traveling is a predetermined target rotational speed;
At the time of shifting of the transmission unit, the feedback control is performed as the rotation speed of at least one of the differential motor and the predetermined rotation member constituting the electric differential section approaches a predetermined allowable limit rotation speed. A control device for a vehicle drive device, wherein the feedback gain in the vehicle is increased.   When the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit exceeds a predetermined rotational speed that is smaller than the predetermined allowable limit rotational speed on the upper limit side by a predetermined value. 2. The control device for a vehicle drive device according to claim 1, wherein the feedback gain is changed to be increased.   When the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit falls below a predetermined rotational speed that is a predetermined value larger than the predetermined allowable limit rotational speed on the lower limit side. 3. The control device for a vehicle drive device according to claim 1, wherein the feedback gain is changed to be increased. The feedback gain is uniformly made smaller than the feedback gain in a steady state other than the shift at the time of shifting of the shifting unit,
4. The control device for a vehicle drive device according to claim 2, wherein the feedback gain is changed to be increased transiently with respect to the feedback gain at the time of the uniformly reduced shift. The transiently changed feedback gain is
When the rotational speed of at least one of the predetermined rotating members constituting the differential motor and the electric differential unit reaches the predetermined allowable limit rotational speed, the feedback gain in the steady state or the predetermined allowable limit rotational speed It is a predetermined overspeed protection feedback gain set as a feedback gain for not exceeding the speed,
Based on the rotational speed difference between at least one of the predetermined rotational members constituting the differential motor and the electric differential section and the predetermined rotational speed, the feedback gain in the steady state or the predetermined rotational speed 5. The control device for a vehicle drive device according to claim 4, wherein the control device is changed so as to linearly interpolate between the feedback gain for overspeed protection and the feedback gain at the time of the uniformly reduced shift.

Images