JP2012051565A - Engine rotation control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine rotation control device for vehicle that enables start of engine according to intent of a driver when shift control of a gearbox and engine start control contained in a power transmission device of a vehicle overlaps.SOLUTION: When execution decision of shift control and the engine start control overlap (SA1 and SA2: yes), and when a driver has a request of drive force change (SA3: yes), the engine start method is changed, and even if either the engine start control or shift control is performed, the other side is performed, and drive force change is promptly output (SA4). Meanwhile if there is no drive force change request of the driver (SA3: no), either of the engine start control or variable speed control is performed, the other side is performed after the execution, and the shock is reduced (SA5). Thereby, engine start control according to the intent of the driver is achieved.

Description

  The present invention relates to an engine rotation control device for a vehicle, and more particularly to a technique for adjusting the execution order of both when a shift and engine rotation control overlap.

  A hybrid vehicle having a plurality of power sources is known. For example, the vehicle provided with the drive device described in Patent Literature 1 and Patent Literature 2 is that. In such a hybrid vehicle, an engine, which is an internal combustion engine, is provided as a first driving force source, an electric motor is provided as a second driving force source, and at least a traveling mode in which the vehicle is driven with the engine stopped, and the engine There is a driving mode in which the vehicle is driven to drive. At the time of switching between these modes, the rotation of the engine is controlled and the engine is started or stopped.

  On the other hand, in such a hybrid vehicle, a transmission may be provided in a part of the power transmission path. When the control for shifting in the transmission (referred to as “shift control”) and the control for rotation of the engine (referred to as “engine rotation control”) are executed in an overlapping manner, fluctuations in driving force due to engine rotation control will be described. Therefore, there is a problem in that complicated control is required because the shift control according to the control must be executed.

  With respect to such a problem, in Patent Document 1, for example, when the shift control such as a power-on downshift and the engine rotation control for starting the engine occur simultaneously, the engine is substantially started. A technique for starting shift control from the beginning is disclosed.

JP 2004-208417 A JP-A-2005-240918

  According to such a technique that prohibits simultaneous execution of the shift control and the engine rotation control, such as the technique disclosed in Patent Document 1, for example, the torque fluctuation caused by the shift control and the torque fluctuation caused by the engine rotation control It is possible to prevent a shift shock caused by the overlap.

  However, when an increase in output torque is required as in the power-on downshift, and it is determined that the shift control for performing the downshift and the engine rotation control overlap, the shift control and the engine rotation control are executed simultaneously. For example, when the shift is prohibited, a shift of the transmission is performed by shift control, for example, the engine is started by engine rotation control after waiting for the shift to be completed, and then the output of the engine is obtained. For this reason, although the driver is requesting acceleration, there is a possibility that a response delay occurs at the start of the engine or the rising of the driving force, and the acceleration feeling given to the driver may deteriorate.

  On the other hand, in order to improve this, if the shift control and the engine rotation control are performed at the same time, the shift stage is not completely established while the shift is being executed, and the transmission does not transmit power completely. The neutral state in which none of the gears is established may complicate the engine rotation control, or may deteriorate the engine start shock and the shift shock. For example, in a vehicle having a driving device as shown in Patent Document 2, in the engine rotation control, the engine is motored (cranked) by the first electric motor and the second electric motor generates a reaction torque. However, when the transmission is in a semi-engaged state or a neutral state, the torque restriction of the ring gear to which the second electric motor is engaged is weak or not. It was difficult to balance the torque of the elements, and there was a possibility that the shock due to engine rotation control and the shock due to shift control would get worse.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide a driver's control when the shift control of the transmission included in the power transmission device of the vehicle and the rotation control of the engine overlap. An object of the present invention is to provide a vehicular engine rotation control device that enables engine rotation according to the intention.

  That is, the gist of the invention according to claim 1 is that a vehicle having a power transmission device including: (a) a speed change portion that constitutes a part of the power transmission path; and an electric motor capable of transmitting power to the drive wheels. In the engine rotation control device, (b) when the shift control of the transmission unit and the engine rotation control overlap, the engine rotation timing is changed according to the content of the engine rotation request, and (c) the engine rotation control Is for rotating the output shaft of the engine when the continuous travel distance by the electric motor in a state where the engine is stopped exceeds a predetermined value, and (d) engine rotation control when the engine exceeds the predetermined value When the transmission control of the transmission unit overlaps, the execution of either one ends and the other execution starts.

  According to a second aspect of the present invention, there is provided a vehicle engine rotation control device including a power transmission device including: (a) a transmission portion that constitutes a part of a power transmission path; and an electric motor capable of transmitting power to drive wheels. (B) When the shift control of the transmission unit and the engine rotation control overlap, the engine rotation timing is changed according to the contents of the engine rotation request, and (c) the engine rotation control When the continuous running time by the electric motor in a stopped state exceeds a predetermined value, the output shaft of the engine is rotated, and (d) the engine rotation control when the predetermined value is exceeded and the transmission unit When the shift control overlaps, one of the executions ends and the other execution starts.

  According to a third aspect of the present invention, there is provided a vehicle engine rotation control device including a power transmission device including: (a) a transmission portion that constitutes a part of the power transmission path; and an electric motor capable of transmitting power to the drive wheels. (B) When the shift control of the transmission unit and the engine rotation control overlap, the engine rotation timing is changed according to the contents of the engine rotation request, and (c) the engine rotation control When the traveling vehicle speed of the electric motor in a stopped state exceeds a predetermined value, the output shaft of the engine is rotated. (D) Engine rotation control and shifting of the transmission unit when the predetermined value is exceeded If the control overlaps, one of the executions ends and the other execution starts.

  According to a fourth aspect of the present invention, when the engine rotation control when the predetermined value is exceeded and the shift control of the transmission unit overlap, the engine is controlled after the execution of the shift control of the transmission unit is completed. The execution of the rotation control is started.

  According to the first aspect of the present invention, when the shift control of the transmission unit and the engine rotation control overlap, the engine rotation timing is changed depending on the content of the engine rotation request. The engine rotation control is executed at the engine rotation timing according to the content of the engine, and the engine rotation control and the control for improving the shift shock can be simplified while achieving both responsiveness and shock reduction. Further, in a state where the engine is stopped, the power transmission device performs engine rotation control for rotating the output shaft of the engine performed when a continuous travel distance by the electric motor capable of transmitting power to the drive wheels exceeds a predetermined value. When the transmission control of the transmission unit overlaps, the execution of one of them ends after the execution of the other, so the other is executed during the execution of either the transmission control or the engine rotation control. Thus, the shift shock or the shock accompanying the engine rotation control is prevented from deteriorating.

  According to the invention of claim 2, when the shift control of the transmission unit and the engine rotation control overlap, the engine rotation timing is changed according to the content of the engine rotation request, so the engine based on the driver's intention The engine rotation control is executed at the engine rotation timing according to the content of the rotation request, and the engine rotation control and the control for improving the shift shock can be simplified while achieving both responsiveness and shock reduction. Further, in a state where the engine is stopped, the power transmission device performs engine rotation control for rotating the output shaft of the engine performed when the continuous running time by the electric motor capable of transmitting power to the drive wheels exceeds a predetermined value; When the transmission control of the transmission unit overlaps, the execution of one of them ends after the execution of the other, so the other is executed during the execution of either the transmission control or the engine rotation control. Thus, the shift shock or the shock accompanying the engine rotation control is prevented from deteriorating.

  According to the invention of claim 3, when the shift control of the transmission unit and the engine rotation control overlap, the engine rotation timing is changed according to the content of the engine rotation request, so the engine based on the driver's intention The engine rotation control is executed at the engine rotation timing according to the content of the rotation request, and the engine rotation control and the control for improving the shift shock can be simplified while achieving both responsiveness and shock reduction. Further, in a state where the engine is stopped, the power transmission device rotates the output shaft of the engine when the traveling vehicle speed by the electric motor capable of transmitting power to the drive wheels exceeds a predetermined value; and When the transmission control of the transmission unit overlaps, the execution of one of the two is started after the execution of the other ends, so the other is executed during the execution of either the transmission control or the engine rotation control. This prevents the shift shock or the shock accompanying the engine rotation control from getting worse.

  According to a fourth aspect of the present invention, when the engine rotation control when the predetermined value is exceeded and the shift control of the transmission unit overlap, the engine rotation control that occurs regardless of the driver's intention. Execution of engine rotation control when the predetermined value is exceeded is started after execution of the shift control of the transmission unit is completed, so that it is possible to prevent the shift shock or the shock accompanying the engine rotation control from getting worse. In addition to this, it is possible to simplify the control for reducing the shock.

  Preferably, in the vehicle engine rotation control device, when the shift control of the transmission unit and the engine rotation control overlap, when the engine rotation request reflects the driver's intention to change the driving force, The engine rotation request does not reflect the driver's intention of driving force, and the engine rotation timing, i.e., the ignition timing for starting the engine, is advanced compared to the case where the engine is started after the end of the shift. To do. In this way, when the shift control of the transmission unit and the engine rotation control overlap, if the engine rotation request reflects the driver's intention to change the driving force, the engine rotation request is the driver's driving force. Since the engine rotation timing is advanced as compared with the case where the intention is not reflected, for example, the driver's driving force intention such as an engine rotation request made based on SOC (state of charge). In the case of an engine rotation request that does not reflect the engine rotation timing, the engine rotation timing can not be changed.

  Preferably, in the vehicle engine rotation control device, when the shift control of the transmission unit and the engine rotation control overlap, when the engine rotation request reflects the driver's intention to change the driving force, Compared to the case where the engine rotation request does not reflect the driver's intention of driving force and the engine is started after the end of the shift, the engine rotation method is set so as to increase the engine rotation speed increase speed and / or the engine torque increase speed. Further, the present invention is characterized in that the rotation timing of the engine is accelerated and / or the engine start rotation speed is decreased. In this way, when the shift control of the transmission unit and the engine rotation control overlap, if the engine rotation request reflects the driver's intention to change the driving force, the engine rotation request is the driver's driving force. Since the engine rotation method is changed so as to speed up the start of the engine and / or reduce the engine rotation speed as compared with the case where the intention is not reflected, for example, the engine rotation performed based on the SOC In the case of an engine rotation request that does not reflect the driver's intention of driving force such as the request, the engine starting method can be unchanged.

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

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 constituting a part of a power transmission device of a hybrid vehicle to which the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, The differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), the differential unit 11 and the drive wheel 34 (FIG. 7). An automatic transmission unit 20 as a power transmission unit connected in series via a transmission member (transmission shaft) 18 in a power transmission path between the output transmission member and the output rotation member connected to the automatic transmission unit 20 As an output shaft 22 in series. The speed change mechanism 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 that 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. 7) and the pair of axles.

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

  The differential unit 11 is a mechanical mechanism that mechanically distributes the first electric motor M1 and the output of the engine 8 (hereinafter referred to as engine output) input to the input shaft 14, and the engine output is divided into the first electric motor M1 and the first electric motor M1. A power distribution mechanism 16 serving as a differential mechanism that distributes to the transmission member 18 and a second electric motor M2 that is operatively connected to rotate integrally with the transmission member 18 are provided. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor. M2 has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

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

In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. In the power distribution mechanism 16 configured as described above, the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, can be rotated relative to each other, so that a differential action is achieved. Therefore, the engine output is distributed to the first electric motor M1 and the transmission member 18, and the first electric motor M1 is a part of the distributed engine output. Since the second electric motor M2 is charged with electric energy generated from the motor and the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device. In a so-called continuously variable transmission state (electric CVT state), 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. This is an electric differential unit that functions as a transmission.

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

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

  As described above, the automatic transmission unit 20 and the differential unit 11 (transmission member 18) are provided with the first clutch C1 or the second clutch C2 used to establish each gear stage (shift stage) of the automatic transmission unit 20. Are selectively connected to each other. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, a power transmission path from the differential unit 11 (transmission member 18) to the drive wheels 34. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, at least one of the first clutch C1 and the second clutch C2 is engaged, so that the power transmission path is in a state where power can be transmitted, or the first clutch C1 and the second clutch C2 are released to release the power. The power transmission path is in a power transmission cutoff state.

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

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

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

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

For example, the transmission member rotational speed N ₁₈ changes steplessly for each of the first to fourth gears and the reverse gear of the automatic transmission 20 shown in the engagement operation table of FIG. As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

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

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

FIG. 3 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the speed change mechanism 10 including the differential portion 11 and the automatic speed change portion 20. The figure is shown. The collinear 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 are the first corresponding to the second rotation element (second element) RE2 from the left side. The relative rotation speed of the first ring gear R1 corresponding to the sun gear S1, the first rotation element (first element) RE1 corresponding to the first carrier CA1, and the third rotation element (third element) RE3 is shown. The interval is determined according to the gear ratio ρ1 of the first planetary gear device 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, and the seventh rotating element ( Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment is configured such that the first rotating element RE1 (the first rotating element RE1) of the first planetary gear device 24 in the power distribution mechanism 16 (the differential portion 11). The carrier CA1) 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 (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2. Thus, the rotation of the input shaft 14 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 first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and are indicated by the intersections of the straight line L0 and the vertical line Y3. when the rotational speed of the first ring gear R1 is substantially constant is constrained to the vehicle speed V, rotational speed of the first carrier CA1 represented by a point of intersection between the straight line L0 and the vertical line Y2 by controlling the engine rotational speed N _E Is increased or decreased, the rotational speed of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotational speed of the first electric motor M1 is increased or decreased.

Further, rotation of the first sun gear S1 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" When the straight line L0 is aligned with the horizontal line X2, the rotational speed, i.e., the power transmitting member 18 of the first ring gear R1 is rotated at the same rotation to the engine speed N _E. Alternatively, the rotation of the first sun gear S1 is zero by controlling the rotation speed of the first electric motor M1 so that the speed ratio γ0 of the differential unit 11 is fixed to a value smaller than “1”, for example, about “0.7”. Once a, the transmission member rotational speed N ₁₈ is rotated at a rotation speed higher than the engine speed N _E.

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

In the automatic transmission portion 20, the straight line L0 in the differential portion 11 is aligned with the horizontal line X2 is the same rotational speed as the engine speed N _E is input from the differential unit 11 to the eighth rotary element RE8, 3 As shown, 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 X2 and the rotational speed of the sixth rotational element RE6. The first speed (1st) at the intersection of an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the horizontal line X1 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 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 rotation speed of the output shaft 22 at the second speed (2nd) is shown, and the seventh rotation connected to the output shaft 22 and the oblique straight line L3 determined by the engagement of the first clutch C1 and the first brake B1. The rotation speed of the output shaft 22 of the third speed (3rd) is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the element RE7, and is determined by the engagement of the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 at the fourth speed (4th) is shown at the intersection of the straight line L4 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22.

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

The electronic control unit 80 includes a signal indicating the engine coolant temperature TEMP _W , the number of operations of the shift lever 52 (see FIG. 6) at the shift position _PSH and the “M” position, etc. signal representing the signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the rotation of the M mode (manual shift running mode) signal for commanding the signal representing the operation of an air conditioner, an output shaft 22 corresponding to the vehicle speed V Signal indicating speed (hereinafter referred to as output shaft rotational speed) N _OUT , signal indicating ATF temperature (hereinafter referred to as ATF temperature) TH _ATF used for control operation of automatic transmission unit 20, signal indicating side brake operation, foot brake A signal indicating an operation, a signal indicating a catalyst temperature, a signal indicating an accelerator opening Acc which is an operation amount of an accelerator pedal corresponding to a driver's output request amount, a cam angle A signal representing the snow mode setting, a signal representing the longitudinal acceleration G of the vehicle, a signal representing the auto cruise traveling, a signal representing the weight (vehicle weight) of the vehicle, a signal representing the wheel speed of each wheel, the first electric motor M1 , A signal representing the rotational speed (hereinafter referred to as the first motor rotational speed) N _M1 , a signal representing the rotational speed of the second motor M2 (hereinafter referred to as the second motor rotational speed) N _M2, and the like.

A control signal from the electronic control unit 80 to the engine output control unit 58 (see FIG. 7) for controlling the engine output, for example, the throttle valve opening θ of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8. _Commands a drive signal to the throttle actuator 64 for operating _TH , a fuel supply amount signal for controlling the fuel supply amount to the intake pipe 60 or the cylinder of the engine 8 by the fuel injection device 66, and an ignition timing of the engine 8 by the ignition device 68 Ignition signal for adjusting, supercharging pressure adjusting signal for adjusting supercharging pressure, electric air conditioner driving signal for operating electric air conditioner, command signal for instructing operation of electric motors M1 and M2, shift for operating shift indicator Position (operation position) display signal, gear ratio display signal for displaying gear ratio, and snow mode A snow mode display signal for indicating, an M mode display signal for indicating that the M mode is selected, and a hydraulic pressure for controlling the hydraulic actuators of the hydraulic friction engagement devices of the differential unit 11 and the automatic transmission unit 20. The line hydraulic pressure P _L is adjusted by a valve command signal for operating a solenoid valve (linear solenoid valve) included in the control circuit 70 (see FIGS. 5 and 7) and a regulator valve (pressure regulating valve) provided in the hydraulic control circuit 70. signal for applying the drive command signal for actuating an electric hydraulic pump serving as a hydraulic pressure source of the original pressure for the line pressure P _L is pressure regulated, a signal for driving an electric heater, cruise control computer The signal etc. are output respectively.

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

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

  The linear solenoid valves SL1 to SL5 have basically the same configuration, and are excited and de-energized independently by the electronic control unit 80, and the hydraulic pressures of the hydraulic actuators AC1, AC2, AB1, AB2, and AB3 are independently regulated. Thus, the engagement pressures PC1, PC2, PB1, PB2, and PB3 of the clutches C1 and C2 and the brakes B1, B2, and B3 are controlled. In the automatic transmission unit 20, for example, as shown in the engagement operation table of FIG. 2, each gear stage is established by engaging a predetermined engagement device. In the shift control of the automatic transmission unit 20, for example, a so-called clutch-to-clutch shift is performed in which release and engagement of the clutch C and the brake B involved in the shift are controlled simultaneously.

FIG. 6 is a diagram showing an example of a shift operation device 50 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operating device 50 includes 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, that is, a neutral state in which the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is interrupted, and the parking position “P (parking) ) ”, Reverse travel position“ R (reverse) ”for reverse travel, neutral position“ N (neutral) ”to establish neutral state where power transmission path in transmission mechanism 10 is cut off, automatic transmission mode established Of the speed change mechanism 10 obtained by the stepless speed change ratio width of the differential unit 11 and each gear stage that is automatically controlled to shift within the range of the first to fourth speed gears of the automatic transmission unit 20. A forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of the total gear ratio γT that can be shifted, or a manual shift travel mode (manual mode) Is established so as to be manually operated to a forward manual shift travel position “M (manual)” for setting a so-called shift range for limiting the high-speed shift stage in the automatic shift control of the automatic transmission unit 20. Yes.

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

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

  Further, when the shift lever 52 is in the “D” position, it is a position for executing a shift using all the gears in the automatic transmission unit 20, that is, the first to fourth gears. If the gear is in the “M” position, one of the gear ranges from the “4” position to the “1” position is selected, and a shift using the gear position associated with each position is executed. Specifically, for example, the “4” position is the fourth speed of the automatic transmission unit 20, the “3” position is the third speed, the “2” position is the second speed, and the “1” position is the first speed. Use to drive. In the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 52 is moved to the upshift position “+” or the downshift position. When operated to “−”, the position is switched to any one of “1” position to “4” position. For example, the shift lever 52 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The “1” position to the “4” position are switched in accordance with the number of times or the time of the upshift position “+” or the downshift position “−”. Thus, the shift operation device 50 corresponds to a shift speed manual operation means that can switch the shift speed of the automatic transmission unit 20 by operating the shift lever 52 by the driver.

FIG. 7 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 7, the stepped shift control means 82 uses a vehicle speed V (km / h) as shown in FIG. 8 and an output request torque T _OUT calculated based on, for example, the accelerator pedal opening Acc as variables. Automatic shift based on the vehicle state indicated by the actual vehicle speed V and the output required torque T _OUT from the relationship (shift diagram, shift map) having the stored upshift line (solid line) and downshift line (one-dot chain line) It is determined whether or not the shift of the unit 20 should be executed, that is, the shift speed of the automatic shift unit 20 to be shifted is determined, and the automatic shift control of the automatic shift unit 20 is executed so that the determined shift speed is obtained.

  At this time, the stepped shift control means 82 is a hydraulic frictional member involved in the shift of the automatic transmission unit 20 according to, for example, the engagement table shown in FIG. 2 so that the shift stage determined to perform the shift is achieved. A command (shift output command, hydraulic pressure command) for engaging and / or releasing the combined device, that is, a release-side engagement device involved in a shift of the automatic transmission unit 20 is released and an engagement-side engagement device is engaged. As a result, a command to execute clutch-to-clutch shift is output to the hydraulic control circuit 70. In accordance with the command, for example, the hydraulic control circuit 70 releases the disengagement side engagement device and engages the engagement side engagement device so that the shift of the automatic transmission unit 20 is executed. The linear solenoid valve SL is actuated to actuate the hydraulic actuator of the hydraulic friction engagement device involved in the speed change.

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

For example, the hybrid control means 84 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such 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 achieves both drivability and fuel efficiency during continuously variable speed travel within the two-dimensional coordinates formed by the engine rotational speed N _E and the output torque (engine torque) T _{E of the} engine 8. For example, the target output (total) is set so that the engine 8 is operated along the optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 as shown by the broken line in FIG. The target value of the total gear ratio γT of the transmission mechanism 10 is determined so that the engine torque T _E and the engine speed N _E for generating the engine output necessary for satisfying the target output and the required driving force) The gear ratio γ0 of the differential unit 11 is controlled in consideration of the gear position of the automatic transmission unit 20 so as to obtain the target value, and the total gear ratio γT is continuously variable within the changeable range of the gear shift. To control to.

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

In particular, when the shift control of the automatic transmission unit 20 is executed by the stepped shift control means 82, the transmission mechanism 10 before and after the shift is accompanied by the step change of the transmission ratio of the automatic transmission unit 20. The total gear ratio γT is changed stepwise. By changing the total speed ratio γT stepwise, that is, by changing the speed ratio rather than continuously, it becomes possible to change the drive torque more quickly than the continuous change of the total speed ratio γT. . On the other hand, there is a possibility that the shift shock may occur, fuel economy can not control the engine rotational speed N _E along the optimum fuel consumption curve deteriorate.

  Therefore, the hybrid control means 84 shifts in a direction opposite to the direction of change of the gear ratio of the automatic transmission unit 20 in synchronization with the shift of the automatic transmission unit 20 so that the step change of the total gear ratio γT is suppressed. Shifting of the differential section 11 is executed so that the ratio changes. In other words, the hybrid control means 84 synchronizes with the shift control of the automatic transmission unit 20 so that the total transmission ratio γT of the transmission mechanism 10 continuously changes before and after the automatic transmission unit 20 shifts. Execute. For example, the hybrid control unit 84 controls the shift of the automatic transmission unit 20 to form a predetermined total transmission ratio γT so that the total transmission ratio γT of the transmission mechanism 10 does not change transiently before and after the automatic transmission unit 20 shifts. In synchronism with this, the shift control of the differential unit 11 is executed so that the gear ratio is changed stepwise in the opposite direction to the change direction corresponding to the step change of the gear ratio of the automatic transmission unit 20. To do. From another viewpoint, even if the shift of the automatic transmission unit 20 is executed and the gear ratio of the automatic transmission unit 20 is changed stepwise, the hybrid control unit 84 changes the operating point of the engine 8 before and after the shift. Therefore, the speed ratio γ0 of the differential section 11 is controlled so as not to occur.

The hybrid control means 84, regardless of the stopping or during running of the vehicle, and controls the electric CVT first electric motor speed N _M1 for example the function of the differential portion 11 in a substantially constant engine speed N _E It can be maintained or controlled to rotate at any rotational speed. In other words, the hybrid control means 84 is capable of rotation control of the first electric motor speed N _M1 to any speed while controlling the engine rotational speed N _E to any rotational speed or maintained substantially constant. 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.

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

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

  Further, the hybrid control means 84 can drive the motor by the electric CVT function (differential action) of the differential portion 11 regardless of whether the engine 8 is stopped or in an idle state.

For example, the hybrid control means 84 uses the output shaft rotational speed N _OUT as shown in FIG. 8 and the accelerator driving degree Acc corresponding to the required output torque T _OUT of the automatic transmission unit 20 as a variable to store the driving power for traveling. The actual output shaft rotational speed N _OUT from the relationship (driving force source switching diagram, driving force source map) having a boundary line between the engine traveling region and the motor traveling region for switching the power source between the engine 8 and the second electric motor M2. Based on the vehicle state indicated by the accelerator opening Acc, it is determined whether the motor travel region or the engine travel region, and motor travel or engine travel is executed. The driving force source map indicated by the solid line A in FIG. 8 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 described above, as shown in FIG. 8, the motor running by the hybrid control means 84 is a low accelerator corresponding to a relatively low output torque T _OUT region in which engine efficiency is generally poor compared to the high torque region. opening Acc range, or relatively low low output shaft rotation speed of the output shaft speed N _OUT N _OUT that is executed in a low load region.

The hybrid control means 84 controls the first motor rotation speed N _M1 at a negative rotation speed in order to suppress dragging of the stopped engine 8 and improve fuel consumption during this motor running, for example, the first motor. M1 was allowed to idle 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).

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

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

As described above, in the driving force source map as shown in FIG. 8, the motor travel region generally has a relatively low output torque T _OUT region where the engine efficiency is considered to be poor compared to the high torque region, or low. The vehicle speed region, that is, the low load region is set.

  Further, the hybrid control means 84 has engine rotation control means 86 for starting the stopped engine 8. The electronic control device 80 having the function of the engine rotation control means 86 corresponds to the engine rotation control device of the present invention. The engine starting means 88 rotates the stopped engine 8 by the first electric motor M1 connected to the engine 8 via the first planetary gear unit 24, and increases the rotational speed to a rotational speed capable of autonomous rotation (engine (Also called motoring or cranking), and when a predetermined ignition speed is reached, the engine is started by causing the engine output control device 58 to perform ignition by the ignition device 68 or the like. That is, in this embodiment, the engine start control by the engine start means 88 corresponds to the engine rotation control.

  By the way, when the shift control of the automatic transmission unit 20 by the stepped shift control means 82 and the engine start control by the engine start means 88 are performed simultaneously, the shift control is performed by the change in the engine output torque accompanying the engine start control. It is difficult to distribute the torque of each engaging element of the transmission unit 20 at the time, and therefore, the shift shock may be deteriorated. On the other hand, either the shift control or the engine start control is executed first, and the other is executed after the completion. When it is executed, it takes time to obtain a desired output torque.

  Further, in the power transmission device having the configuration of the speed change mechanism 10 of the present embodiment, when the first motor M1 performs engine motoring of the engine 8 by the engine starting means 88, the first planetary gear device 24 is used. The second electric motor M2 is configured to generate a reaction torque so that the rotation of the second electric motor M2 connected to is not dragged, but the automatic transmission unit 20 is in the middle of executing the shift, and the automatic transmission unit 20 In a state in which the gear stage is not completely established, the torque constraint of the ring gear R1 of the first planetary gear device 24 by the output shaft 22 of the automatic transmission unit 20 is weak or absent, so that the engine rotation is performed when the engine start control is executed. While controlling the speed, it becomes difficult to distribute the torque of each engagement element of the automatic transmission unit 20, and the engine start control becomes complicated or the engine start Click and shift shock there is a possibility to deteriorate.

  In the present embodiment, in order to eliminate such inconvenience, a simultaneous determination unit 90, a driving force change request detection unit 92, an engine start method change unit 98, an engine start timing change unit 100, an execution order determination unit 102, etc., which will be described later. Is provided. That is, returning to FIG. 7, the simultaneous determination unit 90 performs a determination to execute the shift control of the automatic transmission unit 20 by the stepped shift control unit 82 and performs the engine start control of the engine 8 by the engine start unit 88. As a result of the determination to the effect, when both controls are executed as they are, it is determined whether or not both controls are executed in an overlapping manner. Specifically, for example, when the control is executed without stopping after the execution determination of both controls based on the procedure for each time of the shift control and the engine start control stored in advance, one of the two controls is being executed. It is determined based on whether it is estimated that the other is executed.

  For example, the driving force change request detecting means 92 is configured to detect the depression amount Acc of the accelerator pedal 40 detected by the accelerator pedal sensor 41, whether or not the brake pedal 42 is detected detected by the brake switch 43, and whether the towing switch 44 is on or off. Based on this, the presence or absence of a driver's request for a change in driving force is detected. The towing switch 44 is a switch that is operated when the vehicle is towing, for example, another vehicle. When the towing switch 44 is turned on, for example, a normal shift diagram shown in FIG. 8 is obtained. Instead, the gear stage of the automatic transmission unit 20 suitable for towing traveling, for example, for traveling at low speed and / or high output torque, is selected by applying a prepared shift diagram for towing traveling, for example. Is done.

  The driving force change request detecting means 92 includes an acceleration request detecting means 94 and a deceleration request detecting means 96 for detecting the driver's acceleration request and deceleration request, which are examples of the driving force change request. These acceleration request detecting means 94 and deceleration request detecting means 96 detect the driving force change request when the driving force change request by the driver is an acceleration request and a deceleration request, respectively. Specifically, for example, when the depression amount Acc of the accelerator pedal 40 is greater than or equal to a predetermined value, the acceleration request detecting means 94 detects an acceleration request by the driver, and when the brake pedal 42 is being operated, the towing switch At least when the shift lever 52 of the shift operating device 50 is operated from the “M” position to the “−” position, or when a manual downshift operation is performed by the driver. When one is performed, the deceleration request detection means 96 detects a deceleration request from the driver.

  The engine start method changing means 98 determines the actual start of the engine 8 according to the content of the engine start request when the simultaneous determination means 90 determines that the engine start control and the shift control are executed in an overlapping manner. Change the method. The content of the engine start request is a basis for determining execution of the engine start control, and is, for example, the presence or absence of a drive force change request detected by the drive force change request detecting means 92.

The engine start method change by the engine start method change means 98 is, for example, when a driving force change request (for example, an acceleration request or a deceleration request) is detected by the driving force change request detection means 92. Otherwise, i.e. the driver of the driving force change request is made by increasing the rising speed of the rise rate and / or the engine torque T _E of the engine rotational speed N _E than when not detected.

Specifically, the increase in the engine speed N _E and / or the engine torque T _E is increased by the engine starting method changing means 98 by, for example, one of the following methods or a combination thereof. The For example, the engine-starting-method changing portion 98 performs rate of increase of the engine rotational speed N _E, and / or an increase in the rate of rise of the engine torque T _E by increasing the intake air amount of the engine. Specifically, for example, the engine start method changing means 98 is such that when the driving force change request is detected, the engine output control means 58 is set so that the opening degree θ _TH of the electronic throttle valve becomes larger than when it is not detected. The throttle actuator 64 is controlled via

Alternatively, the increase in the rising speed of the engine increases the speed of the rotational speed N _E, and / or the engine torque T _E by the engine-starting-method changing portion 98, for example, an electric motor capable of increasing the rotational speed of the engine, specifically It is performed by increasing the rotational speed N _M1 of the first electric motor M1, for example. The first electric motor M1 is connected to the first sun gear S1, which is a rotation element different from the first carrier CA1, which is the rotation element to which the engine 8 of the first planetary gear device 24 is connected in the differential section 11. Yes.

  It should be noted that the engine start method changing means 98 is either in the case where both the engine start control and the shift control are executed in an overlapping manner, or in the case where the other is executed after one of the two controls is executed. It is also possible to carry out a change of the aforementioned engine starting method.

The engine start method changing means 98 has an engine start timing changing means 100 and changes the engine start timing of the engine 8. That is, the change of the engine start timing by the engine start timing changing means 100 is also an aspect of the change of the engine start method by the engine start method changing means 98. The change of the engine start timing by the engine start timing changing means 100 is to advance the ignition timing of the engine 8. That is, out before the ignition timing is a control operation for performing the ignition of the engine 8 earlier, the engine rotational speed N value of _E to the ignition by the ignition device 68 is carried out, for example during starting of the engine 8 a driving force change request by lower than if not detected, the ignition of the engine 8 is performed at a lower rotational speed N _E. As a result, it is possible to accelerate the starting of the engine 8, increasing the speed of as compared with the case where no out before the ignition timing engine rate of increase of the rotational speed N _E, and / or the engine torque T _E is increased. In this embodiment, the engine start timing corresponds to the engine rotation timing.

  On the other hand, when the driver's driving force change request by the driving force change request detecting means 92 is not detected, the engine start timing is not advanced. As a result, the shift control and the engine start control are executed according to a predetermined procedure. Specifically, for example, the engine start control or the shift control which is determined first is executed with priority. After the execution is completed, the other execution is started.

  The execution order determining unit 102 operates as a stepped gear shift prohibiting unit or an engine start prohibiting unit. For example, the driving force change request detecting unit 92 does not detect the driver's driving force change request, and the engine starting method. When it is determined that the engine start method is not changed by the changing unit 98 or the engine start timing is not changed by the engine start timing changing unit 100 and the shift control and the engine start control are not executed overlappingly, the shift control and the engine start are determined. Execution of the other control is prohibited until either one of the controls is completed.

  At this time, the execution order determination unit 102 determines which of the engine start control and the shift control is to be executed first based on which of the execution determinations of the engine start control and the shift control has been made first. That is, when the engine start control and the shift control are performed by the simultaneous determination means 90, it is determined that both controls are executed in an overlapping manner, and the driving force change request detecting means 92 has not detected the driver's driving force change request. As a result, when the engine start method change means 98 does not change the engine start method and the engine start timing change means 100 does not change the engine start timing, for example, the engine start control execution determination precedes the shift control execution determination. In this case, the execution order determination means 102 first causes the engine start means 88 to execute engine start control, and for the stepped speed change means 82 until the engine start control by the engine start means 88 ends. During this period, execution of the shift control is prohibited.

  FIG. 9 is a flowchart for explaining an example of the outline of the control operation of the engine rotation control device of the present invention. Steps (hereinafter, “steps” are omitted) SA1, SA2, and SA6 correspond to the simultaneous determination means 90. Among these, at SA1, it is determined whether or not the shift control of the automatic transmission unit 20 by the stepped shift control means 82 is being executed. If the shift control is being executed, the determination at this step is affirmed and SA2 is executed. On the other hand, when the shift control is not being executed, the determination at this step is denied and SA6 is executed. The fact that the shift control of the automatic transmission unit 20 is being executed means, for example, from when the stepped shift control means 82 determines that the shift is to be performed until the inertia phase in the shift is completed.

  In SA2, it is determined whether or not execution determination of engine start control of the engine 8 by the hybrid control means 84 has been performed. When the execution of the engine start control is determined, the determination at this step is affirmed, SA3 is executed, and when the engine start control is not executed, the engine rotation control device of the present invention is not executed. This flowchart is terminated.

  In SA3 corresponding to the driving force change request detecting means 92, it is determined whether or not there has been a driving force change request from the driver. Specifically, it is detected whether the driver has requested acceleration based on the opening degree Acc of the accelerator pedal 40, and the presence or absence of a brake operation, the presence or absence of a towing switch 44, or the manual shift-down operation of the shift lever 52. It is detected whether or not there is a deceleration request from the driver based on the presence or absence of the vehicle. If the driver's driving force change request, that is, either an acceleration request or a deceleration request is detected as a result of these determinations, the determination at this step is affirmed and SA4 is executed. On the other hand, if the driver's driving force change request is not detected, SA5 is executed.

Subsequent SA4 is a step corresponding to the engine start timing changing means 100 and the engine start method changing means 98. When the execution of the shift control and the execution of the engine start control are performed in an overlapping manner, the driving force of the driver This is a step executed when a change request is detected. In SA4, the engine start timing changing means 100 advances the engine start timing so that the engine start control is performed even while the shift control is being executed, and the engine start method is changed. the means 98, the rising speed of the rise rate and / or engine output torque T _E of the rotational speed N _E of the engine, the driver's driving force change request is increased as compared with the case where not detected.

  SA5 is a step corresponding to the engine start timing changing means 100 and the execution order determining means 102, and although the execution of the shift control and the execution of the engine start control are performed in an overlapping manner, the driver's change in driving force is requested. It is a step executed when not detected. In SA5, the engine start control is set to be executed after completion of the shift control, and the engine start control is executed after the completion of the shift of the automatic transmission unit 20 is detected.

  On the other hand, SA6 and SA7 are steps that are executed when the shift of the automatic transmission unit 20 is not being executed. First, in SA6, as in SA2, it is determined whether or not the hybrid control means 84 has determined whether to execute engine start control of the engine 8. If execution of the engine start control is determined, the determination of this step is affirmed and SA7 is executed. On the other hand, if the engine start control is not executed, the engine rotation control device of the present invention is not executed. As shown in FIG.

  SA7 is a step that is executed when the determination of SA6 is affirmative, that is, when the execution of the engine start control of the engine 8 is determined when the shift of the automatic transmission unit 20 is not being executed. Engine start control is executed according to the procedure. That is, since the engine start control and the shift control are not executed in an overlapping manner, the engine start control is executed without changing the engine start timing or changing the engine start method.

FIG. 10 is a time chart showing an example of the state of control operation of the engine rotation control device of the present invention. The engine rotation speed N _E (rpm), the input torque to the automatic transmission 20, that is, the torque T of the transmission member 18. ₁₈ (N · m), the command value (Pa) of the engagement pressure supplied to the friction engagement device released by the shift among the hydraulic friction engagement devices constituting the automatic transmission unit 20, released by the shift Command value (Pa) of engagement pressure supplied to the friction engagement device, rotation speed N _M1 (rpm) of the first motor M1, output torque T _M2 (N · m) of the second motor M2, electronic throttle valve Each of the opening degree θ _TH (%) of 62 and the accelerator opening degree Acc (%) is drawn on the vertical axis and the horizontal axis representing the time t as the same time axis. Further, in the figure, a state when the engine rotation control device of the present invention is not applied is drawn with a broken line, and a state when the engine rotation control device of the present invention is applied is drawn with a solid line.

In this figure, for example, when the accelerator pedal 40 is greatly depressed by the driver, a power-on downshift at time t ₀ , that is, a shift control for executing a downshift, and an engine start control for performing output by the engine. Are judged at the same time.

First, engine start control in the case where the engine rotation control device of the present invention represented by a broken line in FIG. 10 is not applied will be described. Based on the downshift determination made at time t ₀ , first, shift control for shifting the automatic transmission unit 20 is executed. That is, the shift stage established by the shift is determined, and the friction engagement device that is released by the shift and the friction engagement apparatus that is engaged by the shift to establish the shift stage are shown in FIG. Determined with reference to the table. Then, the engagement pressure of the friction engagement device released by the shift is lowered at a predetermined timing, while the engagement pressure of the friction engagement device engaged by the shift is increased at a predetermined timing. That is, a clutch-to-clutch shift is performed. In this way, for example, at time t ₁ when it is determined that the inertia phase in the shift has ended, it is determined that the shift has ended.

In the case where the engine rotation control device of the present invention is not applied, if it is determined that both the engine start control and the shift control are overlapped, for example, during the execution of either one, the other is not executed. during the control execution without the engine starting control is executed, the time t1 to the end of the shift is the engine start control is started after it is determined, at time t _IG ', the engine speed N _E ignition device 68 is ignited By reaching a predetermined rotational speed for starting, ignition by the ignition device 68 is started. Therefore, the torque T ₁₈ of the transmission member 18 is increased after time t _IG ′. In order to speed up the start of the engine 8 as much as possible, the time t _IG ′, which is the start time of ignition by the igniter 68, may be after the time t ₁ when the shift is completed, so the engine rotation speed by the first electric motor M1 The _NE is increased and the throttle opening θ _TH is increased during the execution of the shift control. After the end of the shift control is determined, ignition by the ignition device 68 is immediately started and the engine is started. You may be made to do. In this respect, strictly speaking, the shift control and the engine start control are executed in an overlapping manner, but at least the ignition by the ignition device 68 is performed after the end of the shift control.

  On the other hand, the case where the engine rotation control device of the present invention is applied will be described. At this time, according to the flowchart of FIG. 9 described above, it is first determined whether SA1 shift control is being executed, and then it is determined whether SA2 engine start control has been executed. Further, the determination as to whether or not the SA3 driver has requested a change in driving force is affirmed based on, for example, the fact that the accelerator opening degree Acc varies greatly before and after time t0. Therefore, SA4 is executed.

That is, the engine start timing changing means 100 does not change the engine start timing, and the engine start control is performed even while the shift control is being executed. the rising speed of the rise rate and / or engine output torque T _E of the rotational speed N _E of the engine, the driver's driving force change request is increased as compared with the case where not detected.

Specifically, returning to FIG. 10, when the execution of the engine start control is determined at time t0, the engine speed N _E which ignition is initiated by the ignition device 68 is, than the predefined predetermined value Is also changed to a lower value. The rotation speed N _M1 of the first electric motor M1 for the engine motoring is raised, along with raising the engine rotational speed N _E, the throttle opening theta _TH also raised. As a result, even when the shift control is being executed, the engine 8 reaches the ignition start speed, so that ignition is performed by the ignition device 68 at time _tIG , and the engine 8 is started. Further, since the ignition start speed is changed to be lower than a predetermined value, ignition is performed earlier, and the engine 8 is also started quickly.

Therefore, the torque T ₁₈ of the transmission member 18 is determined until the torque increase by the engine 8 is obtained after the acceleration request is determined at the time t0 based on the depression of the accelerator by the driver. When the engine start control is not applied, the time until the time t _IG ′ is provided. However, when the engine start control according to the present invention is applied, the time until the time t _IG is possible. That is, when a driving force change request from the driver is detected, the driving force change is output earlier according to the driving force change request.

  According to the above-described embodiment, when the shift control of the automatic transmission unit 20 and the engine start control corresponding to the engine rotation control overlap, depending on the content of the engine start request detected by the driving force change request detecting unit 92, Since the engine start timing is changed by the engine start timing changing means 100, the engine start control is executed at the engine start timing corresponding to the content of the engine start request based on the intention of the driver, and a response is made when the driver requests acceleration / deceleration. In other cases, emphasizing engine start shock and shift shock makes it possible to simplify engine start control and control for improving shift shock while achieving both responsiveness and reduced shock. .

  Further, according to the above-described embodiment, when the driver's driving force change request is detected by the driving force change request detecting means 92, the engine start control is executed while the shift control of the automatic transmission unit 20 is being executed. In other cases, the execution of one of the engine start control and the shift control is completed and the other is started. Therefore, when the driver's driving force change request is detected, the shift control is being executed. In this case, the engine starting control is executed and the driving force is changed according to the driver's request for changing the driving force. In other cases, the shift shock or the shock accompanying the engine starting is reduced, and the same effect is achieved. Is obtained.

  Further, according to the above-described embodiment, when the driver's driving force change request is detected by the driving force change request detecting unit 92, the execution determination is made first among the shift control and the engine start control. Therefore, the other is not executed during the execution of either the shift control or the engine start control, and the shift shock or the shock associated with the engine start shock is prevented from deteriorating. Is done.

  Further, according to the above-described embodiment, when the shift control of the automatic transmission unit 20 and the engine start control overlap, the engine start method is determined according to the content of the engine start request detected by the driving force change request detecting means 92. Since it is changed by the starting method changing means 98, the engine starting control is executed by the engine starting method according to the content of the engine starting request based on the intention of the driver, and when the driver requests acceleration / deceleration, the responsiveness is emphasized. In other cases, it is possible to simplify the engine start control and the control for improving the shift shock while emphasizing the engine start shock and the shift shock so as to achieve both the response and the reduction of the shock.

  According to the foregoing embodiment, when the driving force change request is detected by the driving force change request detecting means 92, that is, when the driver's driving force change request is included in the content of the engine start request, the engine Since the engine speed increase rate and / or the engine torque increase rate is increased by the starting method changing means 98 as compared with other cases, a quick response to the driver's driving force change request can be obtained.

  Further, according to the above-described embodiment, the engine start control is performed by the engine start timing changing unit 100 before the end of the execution of the shift control. Therefore, the engine start control is not executed during the execution of the shift control. It is possible to prevent the shock accompanying the shift shock or the engine start shock from getting worse.

Furthermore, according to the embodiment described above, increase and / or engine torque increase rate of the increase rate of the engine rotation speed N _E is be changed by the engine-starting-method changing portion 98 of the ignition start rotational speed of the engine to a lower value Therefore, the quick response to the driver's request for changing the driving force can be obtained.

Furthermore, according to the embodiment described above, the increase in lifting speed and / or engine torque increase rate of the engine rotation speed N _E is inhalation of the engine due to the throttle opening theta _TH is raised by the engine-starting-method changing portion 98 Since it is performed by increasing the amount of air, quick response can be obtained in response to the driver's request for change in driving force.

Also, According to the embodiment, it includes a first electric motor M1 increases capable of performing the engine rotational speed N _E, the engine rate of increase of the rotational speed NE and / or an increase in engine torque increase rate is the first electric motor Since this is performed by increasing the speed of increase of the rotational speed N _M1 of _M1 , quick response can be obtained in response to the driver's request for change in driving force.

Moreover, according to the above-mentioned Example, the driving | running state of the 1st electric motor M1 connected with 1st sun gear S1 of the 1st planetary gear apparatus 24 of the differential part 11 which is a rotation element of a differential part is controlled. Is provided with the differential unit 11 as an electrical differential unit in which the differential state between the input shaft rotational speed N _IN and the output shaft rotational speed N ₁₈ of the differential unit 11 is controlled by the rotation unit. increased rate of rise of the rising speed and / or engine torque T _E of the engine rotational speed N _E is performed by the first electric motor M1 connected to the rotary element of the first sun gear S1 is.

Further, according to the above-described embodiment, the differential unit 11 includes the first planetary gear device 24, and the engine 8 is connected to the first carrier CA1 that is the rotation element of the first planetary gear device 24, so that the engine Since the engine speed _NE is increased by the first electric motor M1 connected to the first sun gear S1, which is a rotating element different from the rotating element to which 8 is connected, the engine is driven by the first carrier CA1 of the differential section 11. Since the first electric motor M1 connected to the first motor M1 is rotated through the first planetary gear unit 24, it is not necessary to separately provide an electric motor for starting the engine.

  Further, according to the above-described embodiment, the driver's driving force change request detected by the driving force change request detecting means 92 is an acceleration request detected by the acceleration request detecting means 94. Even when the engine is started, the engine start control is executed at the engine start timing or the engine start method according to the content of the engine start request based on the intention of the driver.

  In addition, according to the above-described embodiment, the driver's driving force change request detected by the driving force change request detecting unit 92 is a deceleration request detected by the deceleration request detecting unit 96, so that the driver's deceleration request is detected. Even when the engine is started, the engine start control is executed at the engine start timing or the engine start method according to the content of the engine start request based on the intention of the driver.

  Further, according to the above-described embodiment, since the engine start control by the engine starting means 88 in the case of the deceleration request is to start the rotation of the engine 8, the engine 8 performs the rotation in the case of the deceleration request. It is started by starting.

  Further, according to the above-described embodiment, the power transmission device includes the shift operation device 50 as the shift speed operation means, and the driver's deceleration request detected by the deceleration request detection means 96 is used as the shift speed operation means. Since it is determined by performing a manual downshift operation of the shift operating device 50, the intention of the driver to request deceleration is easily determined.

  Further, according to the above-described embodiment, the deceleration request detected by the deceleration request detection means 96 is determined by vehicle braking, for example, based on the presence or absence of operation of the brake pedal 42 detected by the brake switch 43. The intention of the driver to request deceleration is easily determined.

  Further, according to the above-described embodiment, the power transmission device includes the towing switch 44 for changing the control mode of the transmission mechanism 10 as the power transmission device when towing is performed, and is detected by the deceleration request detection means 96. The deceleration request is determined based on the fact that the towing switch 44 is turned on, so the driver's intention to request deceleration is easily determined.

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

  FIG. 11 is a functional block diagram for explaining a main part of the control function by the electronic control unit 80 in another embodiment of the present invention, and corresponds to FIG. In FIG. 11, engine rotation control means 86 included in hybrid control means 84 includes engine rotation execution means 114, execution condition determination means 112, travel state determination means 110, simultaneous determination means 90, and execution order determination means 102. Composed.

  While the vehicle is running on the motor, the hybrid control means 84 basically keeps the engine 8 stationary, specifically, the same parts of the components of the engine 8 keep contacting each other with the same posture. The state where the lubricating oil does not circulate in the engine 8 is continued. Then, during the motor travel, it is conceivable that travel vibration generated by the travel of the vehicle is applied to the engine 8 in the state and affects the durability of the engine 8. Therefore, control for reducing the influence of the running vibration on the durability and the like of the engine 8 during the running of the motor is executed. Hereinafter, the control operation will be described.

  The traveling state determination unit 110 determines whether or not the electric motor traveling that travels by the second electric motor M2 with the engine 8 stopped, that is, the vehicle traveling by the motor traveling is performed. For example, an EV switch 116 operated by an occupant in order to instruct to perform the motor travel (EV travel) even when the vehicle travels outside the motor travel region of FIG. 8 and enters the engine travel region during vehicle travel. When it is ON, that is, when a signal instructing to perform the motor traveling (EV traveling) is output by operating the EV switch 116, the traveling state determining means 110 determines that the motor is traveling. To do. When the engine is running, the motor is not running. When the engine is running, the running state determination means 110 determines that the motor is not running.

Execution condition determination means 112 determines whether the continuous running distance L _M of the hybrid vehicle in the motor drive mode has exceeded a predetermined continuous running distance determining value L1. Here, the continuous running distance L _M of the motor driving the accumulation and is its motor running mileage of the hybrid vehicle in the motor drive mode is followed accumulation of mileage be intermittently performed, the engine running is performed when the engine output shaft 49 rotates an output shaft of the engine 8 and the like is returned to the continuous running distance L _M is zero, the running of the hybrid vehicle in the motor drive mode from the first subsequent the time when the motor drive is performed Accumulation of distance starts. Then, the continuous running distance determining value L1 continues the stationary state of the continuous running of the motor running distance L _M is the engine 8 in terms such as the durability maintenance of the engine 8 exceeds the continuous running distance determining value L1 It is a threshold value that is determined not to be a predetermined value that is obtained through experiments or the like, and is stored in advance in the execution condition determination unit 112 as, for example, 20 km.

Further execution condition determining means 112, the continuous running distance Alternatively or additionally determined based on L _M, whether the continuous running time T _M of the hybrid vehicle in the motor drive mode has exceeded a predetermined continuous running time determination value T1 Determine. Here, the continuous travel time T _M in the motor travel is the accumulation of the travel time in the motor travel, and even if the motor travel is intermittently performed, the accumulation of the travel time continues and the engine travel is performed. If the engine output shaft 49 is an output shaft of the engine 8 and the like and rotated back to the continuous running time T _M is zero, the running of the hybrid vehicle in the motor drive mode from the first subsequent the time when the motor drive is performed Time accumulation starts. Then, the continuous traveling time determination value T1 continues the stationary state of the continuous running time T _M of the motor driving exceeds the continuous running time determination value T1 when the engine 8 in terms such as the durability maintenance of the engine 8 It is a threshold value that is determined not to be a predetermined value that is obtained by an experiment or the like, and is stored in advance in the execution condition determination unit 112 as, for example, 1.5 hours.

Further, the execution condition determination means 112 determines whether or not the vehicle speed V has exceeded a predetermined vehicle speed determination value V1 instead of or in addition to the determination based on the continuous travel distance L _M and / or the continuous travel time T _M. judge. In general, as the vehicle speed V increases, the traveling vibration increases and the influence of the traveling vibration on the durability of the stationary engine 8 tends to increase. Therefore, the vehicle speed determination value V1 is the vehicle speed V in the motor traveling. Exceeds the vehicle speed determination value V1, which is a threshold value that determines that the stationary state of the engine 8 should not be continued from the viewpoint of maintaining the durability of the engine 8, etc., and is determined as a predetermined value obtained through experiments or the like. For example, it is stored in advance in the execution condition determination means 112 as 100 km / h.

The motor running is in a traveling state determination engine executing means when it is determined by means 110 114, the execution condition determination means 112 continuous running distance in the motor running L _M predetermined continuous running distance determining value L1 A determination that the vehicle travel time T _M exceeds a predetermined continuous travel time determination value T1, a vehicle speed V that exceeds a predetermined vehicle speed determination value V1 If at least one of the determinations to affirmative is made, internal combustion engine rotation control is performed to rotate the engine output shaft 49 of the engine 8 that is the internal combustion engine. Specifically, in the internal combustion engine rotation control, the engine rotation speed N _E that is the rotation speed of the engine output shaft 49 is preset by raising the first motor rotation speed N _M1 in the same direction as the second motor M2. The target rotational speed N _E1 is raised to, for example, 400 rpm, and the rotation of the engine output shaft 49 is continued for a preset target rotational time T _E1, for example, 2 seconds without being ignited by the engine. The continuous travel distance L _M and the continuous travel time T _M are returned to zero by the rotation of the engine output shaft 49. Note that the target rotational speed N _E1 and the target rotational time T _E1 are predetermined values for performing lubrication or the like in the engine 8 from the viewpoint of maintaining the durability of the engine 8, so that the fuel efficiency can be improved if the purpose is achieved. From such a viewpoint, it is desirable that the rotation speed is low and the time is short. In order to reduce vibration during rotation of the engine output shaft 49 and not to reduce comfort, for example, the target rotational speed N _E1 is set to be equal to or less than the resonance region in the engine rotational speed region. Further, since the engine 8 increases its viscosity engine 8 as the temperature of the lubricating oil for lubricating the low tends to be difficult to lubricated by the rotation, the target speed N _E1, that is, the engine output shaft in the engine control The rotational speed of 49 may be set or changed so as to increase as the temperature of the engine 8, specifically, the temperature of the coolant that cools the engine 8 is lower or the outside air temperature is lower. Further, the target rotation time T _E1 , that is, the execution time for rotating the engine output shaft 49 in the internal combustion engine rotation control may be set or changed to become longer as the temperature of the engine 8 is lower or as the outside air temperature is lower. Good. In this embodiment, the internal combustion engine rotation control corresponds to the engine rotation control.

Figure 14 is a time chart for explaining an example of control operation of the engine control by the engine rotational execution unit 114, the continuous running distance L _M of the hybrid vehicle in the motor drive mode exceeds a predetermined continuous running distance determining value L1 This is an example of the case where the internal combustion engine rotation control is executed.

T _A1 point in FIG. 14, it is determined that by the traveling state determining means 110 is in the motor drive mode, and continuous running distance L _M is a predetermined continuous running distance determined by the motor drive by the execution condition determining means 112 It is determined that the value L1 has been exceeded, and it is determined that the internal combustion engine rotation control should be executed from the viewpoint of maintaining durability of the engine 8 or the like.

The time point t _{A2 in} FIG. 10 indicates that the internal combustion engine rotation control is started. Therefore, t _A2 first electric motor speed N _M1 is pulled up from the time, at the same power distributing mechanism 16 of the differential action and for the first electric motor speed N _M1 in response to the engine rotational speed N _E is the target revolution speed N _E1 Has risen to.

The time t _A3 indicates that the internal combustion engine rotation control has ended. Therefore, is a state where the first electric motor M1 energization of the first electric motor M1 is completed rotates freely, the engine rotational speed N _E by the rotation resistance of the engine 8 is zero at decelerates from the target rotation speed N _E1 t _A3 point Has reached. Since time t _A3 engine rotational speed N _E reaches zero, the first electric motor M1 is by the differential action of the second electric motor M2 and the power distributing mechanism 16 which is generating the vehicle speed V second electric motor M2 It has returned to the state of reverse rotation. Further, since the engine control is performed the engine output shaft 49 is rotated, the continuous running distance L _M of the motor running at time t _A3 returns to zero, although not shown in FIG. 14, in the motor driving The continuous running time T _M also returns to zero. Since the engine control from the time t _A2 until time t _A3 is running, the time from time t _A2 until time t _A3, which is the target rotation time T _E1.

  By the way, when the shift control of the automatic transmission unit 20 by the stepped shift control means 82 and the internal combustion engine rotation control by the engine rotation execution means 114 are simultaneously performed, the rotation of the first motor is performed to rotate the engine 8. By changing the output torque of the differential unit 11 by changing the speed, it becomes difficult to distribute the torque of each engagement element of the automatic transmission unit 20 in the shift control, and thus the shift shock may be deteriorated. is there.

  Further, in the power transmission device having the configuration of the speed change mechanism 10 of the present embodiment, when the first electric motor M1 rotates the engine 8 by the engine rotation execution means 114, it is connected to the first planetary gear device 24. The second electric motor M2 generates a reaction torque so that the rotation of the second electric motor M2 is not dragged, but the automatic transmission unit 20 is in the middle of executing the shift, and the automatic transmission unit 20 performs the shift. In a state where the gear stage is not completely established, the torque constraint of the ring gear R1 of the first planetary gear device 24 by the output shaft 22 of the automatic transmission unit 20 is weak or non-existent. It is difficult to distribute the torque of each engaging element of the automatic transmission unit 20 while controlling the engine, and the internal combustion engine rotation control becomes complicated or Click and shift shock there is a possibility to deteriorate.

  In this embodiment, in order to eliminate such inconvenience, a simultaneous determination unit 90 and an execution order determination unit 102 described later are provided. Among these, the simultaneous determination unit 90 includes a determination to execute the shift control of the automatic transmission unit 20 by the stepped shift control unit 82 and a determination to execute the rotation of the engine 8 by the engine rotation execution unit 114. As a result, when both controls are executed as they are, it is determined whether or not both controls are executed in an overlapping manner. Specifically, for example, when the control is executed without stopping after the execution determination of both controls based on the procedure for each time of the shift control and the engine rotation control stored in advance, one of the two controls is being executed. It is determined based on whether it is estimated that the other is executed.

  The execution order determining unit 102 operates as a stepped gear shift prohibiting unit or an engine rotation prohibiting unit, and the simultaneous determination unit 90 determines that the internal combustion engine rotation control and the shift control are performed simultaneously. In this case, execution of the other control is prohibited until either one of the shift control and the internal combustion engine rotation control is completed. That is, for example, when the simultaneous determination unit 90 determines that the internal combustion engine rotation control and the shift control are performed simultaneously, the execution order determination unit 102 first executes the shift control, and after the shift control is completed, Subsequently, internal combustion engine rotation control is executed. In this way, since the shift control executed based on the driver's intention is executed prior to the internal combustion engine rotation control, the control reflecting the driver's intention is performed. At this time, it can be said that the execution order determination unit 102 changes the start timing of the internal combustion engine rotation control as the engine rotation timing after the shift control is completed.

  FIG. 12 is a flowchart for explaining an example of the outline of the control operation of the engine rotation control device according to another embodiment of the present invention, and corresponds to FIG. Steps (hereinafter, “step” is omitted) SB1, SB3, and SB6 correspond to the simultaneous determination means 90. Among these, at SB1, it is determined whether or not the shift control of the automatic transmission unit 20 by the stepped shift control means 82 is being executed. If the shift control is being executed, the determination at this step is affirmed and SB2 is executed. On the other hand, when the shift control is not being executed, the determination at this step is denied and SB5 is executed. The fact that the shift control of the automatic transmission unit 20 is being executed means, for example, from when the stepped shift control means 82 determines that the shift is to be performed until the inertia phase in the shift is completed.

  In SB2, an engine rotation determination routine for determining whether or not to execute the internal combustion engine rotation control is executed. FIG. 13 is a flowchart for explaining an example of the engine rotation determination routine. First, in step (hereinafter, “step” is omitted) SC1, whether or not the EV switch 116 is on during vehicle travel, that is, the motor travel (EV travel) is performed by operating the EV switch 116. It is determined whether a command signal is output. If this determination is affirmative, that is, if the EV switch 116 is on while the vehicle is traveling, the motor is traveling and the process proceeds to SC3. On the other hand, if this determination is negative, the process proceeds to SC2.

  In SC2, it is determined whether or not the engine is running. If this determination is affirmative, that is, if the engine is running, the process proceeds to SC8. On the other hand, if this determination is negative, the motor is running and the process proceeds to SC3. SC1 and SC2 correspond to the traveling state determination unit 110.

In SC3, continuous running distance L _M of the hybrid vehicle in the motor drive mode whether exceeds a predetermined continuous running distance determining value L1 is determined. For example, the continuous travel distance L _M is obtained based on the number of rotations of the output rotation member 22 of the speed change mechanism 10 detected by the vehicle speed sensor 46. If this determination is affirmative, that is, it moves to SC7 if continuous running distance L _M of the hybrid vehicle in the motor drive mode has exceeded the continuous running distance determining value L1. On the other hand, if this determination is negative, the process moves to SC4. Incidentally, the continuous running distance L _M of the hybrid vehicle in the motor drive mode is the cumulative a and the motor traveling of the traveling distance in the motor driving is followed accumulation of the running distance be intermittently performed, such as the engine running is performed When the engine output shaft 49 rotates, the continuous travel distance L _M is returned to zero, and the accumulation of the travel distance in the motor travel is started from the time when the first motor travel is performed thereafter.

In SC4, continuous running time T _M of the hybrid vehicle in the motor drive mode whether exceeds a predetermined continuous running time determination value T1 is determined. If this determination is affirmative, that is, it moves to SC7 if continuous running time T _M of the hybrid vehicle in the motor drive mode has exceeded the continuous running time determination value T1. On the other hand, if this determination is negative, the process moves to SC5. Incidentally, the continuous running time T _M of the hybrid vehicle in the motor drive mode is the traveling a cumulative time that the motor running at motor running is followed accumulation of the running time be intermittently performed, such as the engine running is performed When the engine output shaft 49 rotates, the continuous travel time T _M is returned to zero, and accumulation of travel time in the motor travel is started from the time when the first motor travel is performed thereafter.

  In SC5, it is determined whether or not the vehicle speed V exceeds a predetermined vehicle speed determination value V1. If this determination is affirmative, that is, if the vehicle speed V exceeds a predetermined vehicle speed determination value V1, the process proceeds to SC7. On the other hand, if this determination is negative, the process moves to SC6. SC3 to SC5 correspond to the execution condition determination unit 112.

  In SC6 to SC8 corresponding to the engine rotation execution means 114, it is determined whether or not the internal combustion engine rotation control for rotating the engine output shaft 49 is executed. That is, it is judged that the internal combustion engine rotation control is not executed in SC6 when the motor traveling is performed but the requirement for executing the internal combustion engine rotational control is not satisfied and in SC8 when the motor traveling is not performed. On the other hand, in SC7, which is a case where the motor travel is being performed and the requirement for executing the internal combustion engine rotation control is satisfied, a determination is made to execute the internal combustion engine rotation control. Then, after any of these determinations is made, this routine is terminated.

  Returning to the flowchart of FIG. 12, in SB3, it is determined in SB2 whether or not it has been determined to execute the internal combustion engine rotation control in the engine rotation determination routine. If the determination in this step is affirmative, that is, if it is determined to execute the internal combustion engine rotation control, SB4 is executed. On the other hand, if the determination in this step is negative, that is, the internal combustion engine rotation control. If the determination to execute is not made, this flowchart is terminated without executing the internal combustion engine rotation control.

  SB4 corresponds to the execution order determination unit 102, and is a step executed when the execution of the shift control and the execution of the internal combustion engine rotation control are performed in an overlapping manner. In SB4, the internal combustion engine rotation control is set to be executed after the completion of the shift control, and the internal combustion engine rotation control is executed after detecting the completion of the shift of the automatic transmission unit 20.

  On the other hand, SB5 to SB7 are steps executed when it is determined in SB1 that the shift of the automatic transmission unit 20 is not being executed. First, in SB5, an engine rotation determination routine is executed as in SB2, and it is determined whether or not to execute internal combustion engine rotation control. In SB6, it is determined in SB5 whether or not it is determined in the engine rotation determination routine to execute the internal combustion engine rotation control. If the determination in this step is affirmative, that is, if it is determined to execute the internal combustion engine rotation control, SB7 is executed. On the other hand, if the determination in this step is negative, that is, the internal combustion engine rotation control. If it is not determined to execute the process, neither the internal combustion engine rotation control nor the shift control is executed, and this flowchart is terminated.

  SB7 is a step that is executed when the determination of SB6 is affirmative, that is, when execution of internal combustion engine rotation control is determined when the shift of the automatic transmission unit 20 is not being executed, according to a predetermined procedure. Internal combustion engine rotation control is executed. That is, since the engine start control and the shift control are not executed in an overlapping manner, the internal combustion engine rotation control is executed as it is based on the execution determination of the internal combustion engine rotation control.

According to the embodiment, in a state of stopping the engine 8 as an internal combustion engine, the continuous running distance transmission mechanism 10 by the electric motor M1, M2, which is the power can be transmitted to the drive wheels 34 as the power transmission device L _M When the internal combustion engine rotation control as the engine rotation control performed when the engine speed exceeds a predetermined continuous travel distance determination value L1 and the shift control of the automatic transmission unit 20 overlap, execution of one of them ends. Since the execution of the other is started, the other is not executed during the execution of either the shift control or the internal combustion engine rotation control, and the shift shock or the shock accompanying the internal combustion engine rotation control is worsened. Is prevented.

Further, according to the above-described embodiment, in the state where the engine 8 as the internal combustion engine is stopped, the speed change mechanism 10 as the power transmission device can continuously transmit power to the drive wheels 34 by the electric motors M1 and M2. When the internal combustion engine rotation control as the engine rotation control performed when T _M exceeds a predetermined no continuous running time determination value T1 and the shift control of the automatic transmission unit 20 overlap, execution of one of them is performed. Since the execution of the other is started after the end of the engine, the other is not executed during the execution of either the shift control or the internal combustion engine rotation control, and the shift shock or the shock associated with the internal combustion engine rotation control deteriorates. Is prevented.

  Further, according to the above-described embodiment, in the state where the engine 8 as the internal combustion engine is stopped, the speed change mechanism 10 as the power transmission device allows the traveling vehicle speed V by the electric motors M1 and M2 capable of transmitting power to the drive wheels 34. When the internal combustion engine rotation control as the engine rotation control performed when the vehicle speed exceeds a predetermined vehicle speed determination value V1 and the shift control of the automatic transmission unit 20 overlap, execution of one of them ends. Since the execution of the other is started, the other is not executed during the execution of either the shift control or the internal combustion engine rotation control, and the shift shock or the shock associated with the internal combustion engine rotation control is prevented from deteriorating. Is done.

  Further, according to the above-described embodiment, the internal combustion engine as the engine rotation control when at least one of the continuous travel distance LM in the motor travel, the continuous travel time TM in the motor travel, or the vehicle speed V exceeds a predetermined value. When the rotation control and the shift control of the automatic transmission unit 20 overlap, the execution of the internal combustion engine rotation control that occurs regardless of the driver's intention is started after the execution of the shift control of the automatic transmission unit 20 is completed. Therefore, in addition to preventing the shift shock or the shock accompanying the internal combustion engine rotation control from getting worse, the control for reducing the shock can be simplified.

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

  For example, in the above-described first embodiment, the shift diagram is switched when the towing switch is turned on, but the operation is not necessarily limited to such an operation.

  In the first embodiment described above, the engine start method changing means 98 is configured to start the engine 8 earlier by reducing the ignition start rotation speed of the engine 8. At this time, in FIG. 10, the engine start control is completed before the start of the substantial shift in the shift control, specifically, for example, before the start of the torque phase in the shift, but is not limited thereto. As shown in FIG. 10, if the engine start control can be completed before the start of the substantial shift in the shift control, the input torque to the automatic transmission unit 20 at the start of the substantial shift in the shift control. Since the torque of the transmission member 18 is less susceptible to torque fluctuations associated with engine startup, the effect of simplifying the control for improving the shift shock when the shift control is executed is also obtained.

  In the above-described flowchart, in SA2, it is determined whether or not the engine start control execution determination of the engine 8 is performed during the execution of the shift control. However, the present invention is not limited to this. For example, the engine start control is simply performed. It is determined whether or not the engine start control is executed, and it is determined whether or not the shift control and the engine start control are overlapped when the engine is started based on the determination. You may make it do.

  Further, in the above-described embodiment, when the shift lever 52 is set to the “M” position in the shift operating device 50, the “1” position to the “4” position associated with each of the shift stages of the automatic transmission unit 20. Any one has been selected, but the present invention is not limited to such a mode. For example, among the shift stages of the automatic transmission unit 20, a plurality of ranges that define the widths of shift stages that can be used for traveling are set. Either one may be selected. In other words, any configuration that can generate a manual downshift command by the driver is acceptable.

In the first embodiment described above, the engine start method changing means 98 (SA4) starts the engine by increasing the rotational speed of the first electric motor M1, increasing the engine intake air amount by increasing the electronic throttle opening _θTH , or the like. The engine start timing is advanced by accelerating the timing and decreasing the ignition start rotational speed at which the engine 8 is ignited by the engine start timing changing means 100. However, it is not always necessary to execute both of these. As the change of the engine start method by the engine start method changing means 98, a certain effect can be obtained by executing at least one of them.

  In the above-described embodiment, the differential unit 11 is operated as a continuously variable transmission. However, the differential unit 11 is not limited to this and is a stepped transmission that achieves one of a plurality of fixed transmission ratios. It may be activated.

  In the above-described embodiment, the speed change mechanism 10 as the power transmission device is connected in series so that the power from the engine 8 as the power source is transmitted in the order of the differential portion 11 and the automatic speed change portion 20. However, the present invention is not limited to this, and conversely, the power from the engine 8 may be transmitted in the order of the automatic transmission unit 20 and the differential unit 11.

  In the above-described embodiment, the speed change mechanism 10 serving as the power transmission device is a speed change mechanism in which the differential portion 11 and the automatic speed change portion 20 are connected in series via the transmission member 18. I can't. The power transmission device as a whole can be applied as long as it has a function of performing an electric operation and the power transmission device as a whole has a function of performing a shift based on a principle different from a shift by an electric differential. There is no need for the automatic transmission section to be mechanically independent.

  For example, in a configuration in which two planetary gear devices are connected to each other, an internal combustion engine, a motor, and a drive wheel are connected to each rotating element so that power can be transmitted, and a clutch or brake connected to the rotating element of a planetary gear. The present invention can also be applied to a configuration in which a stepped transmission and a continuously variable transmission can be switched by the above control.

  Further, the planetary gear device has a single planetary structure, but is not limited thereto, and may have a different structure such as a double planetary structure.

  In the above-described first embodiment, the description has been given of the case where the engine start by the shift control and the engine start control overlaps with the acceleration request from the driver. The same applies to the case where the shift control and the engine stop by the engine start control are performed in an overlapping manner. That is, even when the engine stop due to the shift control and the engine start control overlap, the same effect can be obtained by the control by the vehicle engine rotation control device of the present invention. That is, when the engine 8 is stopped due to the shift control and the engine start control (SA1, SA2), when the driver's driving force change request is detected by the engine driving force change request detecting means 92 (SA3). Then, the engine starting method changing means 98 and the execution order determining means 102 stop the operation of the engine 8 earlier than when the driver driving force change request is not detected by the engine driving force change request detecting means 92 (SA5) ( SA6) Specifically, for example, when the driver's driving force change request is not detected by the engine driving force change request detecting unit 92, the engine stop that has been executed after the shift control is completed is the engine driving force change request. When the detection means 92 detects the driver's driving force change request, the detection means 92 is changed so as to be executed even during the shift control. In this way, when the driver's driving force change request is detected, the responsiveness is taken into consideration. On the other hand, when the driver's driving force change request is not detected, a shift shock or engine stop is caused. Reduction of shock due to the accompanying shock can be achieved.

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

  When the differential unit 11 having the switching brake B0 and the switching clutch C0 is configured in this way, in the internal combustion engine rotation control in the above-described second embodiment, the engine rotation speed NE is increased by the first electric motor M1, but the switching is performed. The engine output shaft 49 can be rotated by limiting the differential action of the power distribution mechanism 16 by engaging or semi-engaging (sliding) the clutch C0 or the switching brake B0. In this case, the first electric motor M1 is not necessarily required for rotating the engine output shaft 49. In short, the transmission mechanism 10 includes the second electric motor M2, that is, one electric motor. This means that it should be prepared. Thus, when the engine output shaft 49 is rotated by the switching clutch C0 or the switching brake B0, the engine output shaft 49 can be rotated without driving the first electric motor M1. In the internal combustion engine rotation control, if the reverse drive torque transmitted from the drive wheel 34 to the engine 8 side during vehicle travel is large enough to rotate the engine output shaft 49, the output from the second electric motor M2 It may not be necessary. Since the switching clutch C0 and the switching brake B0 are engaging elements that can limit the differential action of the power distribution mechanism 16 that is a differential mechanism, it can be said that they are differential limiting devices for the power distribution mechanism 16.

  In the second embodiment, the execution order determination unit 102 operates as a stepped gear shift prohibiting unit or an engine rotation prohibiting unit. The simultaneous determination unit 90 performs the internal combustion engine rotation control and the shift control. Are determined to be executed at the same time, the shift control is first executed, and then the internal combustion engine rotation control is executed after the completion of the shift control. However, the present invention is not limited to this, for example, the internal combustion engine rotation control and the shift control. Whether to execute the internal combustion engine rotation control or the shift control first may be determined based on which one of the execution determinations is made first. In other words, when it is determined by the simultaneous determination means 90 that both controls are executed when the internal combustion engine rotation control and the shift control are performed, for example, the execution determination of the internal combustion engine rotation control is more than the execution determination of the shift control. In the case where it is done first, the execution order determination means 102 first causes the engine rotation execution means 114 to execute the internal combustion engine rotation control, and the stepped transmission means 82 performs the internal combustion engine rotation control by the engine starting means 88. Execution of the shift control can be prohibited until the end. In this way, at least the speed change control and the internal combustion engine rotation control are executed at the same time, so that it is possible to prevent the shock from increasing, and there is a certain effect.

In the second embodiment, it is determined that the internal combustion engine rotation control is executed when at least one of the continuous travel distance L _M , the continuous travel time T _M , and the vehicle speed V exceeds the determination value (see FIG. 13, SC3 to SC7), which is not necessarily limited to such a mode. For example, the internal combustion engine rotation control is executed when a plurality of continuous travel distance L _M , continuous travel time T _M , and vehicle speed V exceed the determination values. May be.

It is an example of the skeleton diagram of the power transmission device to which the control device of the power transmission device of the present invention is applied. FIG. 2 is an operation diagram for explaining a relationship between a shift stage established in an automatic transmission unit constituting the transmission mechanism of FIG. 1 and an operation combination of a friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear in the transmission mechanism of FIG. 1. It is a figure explaining the input / output signal of the electronic controller provided in the power transmission device for vehicles of the Example of FIG. It is a circuit diagram regarding the linear solenoid valve which controls the action | operation of each hydraulic actuator of a clutch and a brake among hydraulic control circuits. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a figure which shows an example of the shift map used in the shift control of a drive device, and an example of the drive force source map used in the drive force source switching control which switches engine driving | running | working and motor driving | running | working, and is a figure which shows each relationship But there is. It is a flowchart explaining the principal part of the control action of the electronic controller of FIG. The engine rotation speed in the case where it is determined to execute both the shift control accompanying the power-on downshift and the engine start in each case where the control operation by the electronic control unit of FIG. 4 is applied and not applied. is a time chart comparing the time change, such as N _E. FIG. 8 is a functional block diagram for explaining a main part of a control function in another embodiment of the electronic control device of FIG. 4 and corresponding to FIG. 7. It is a flowchart explaining the principal part of the control action in another Example of the electronic controller of FIG. 4, Comprising: It is a figure corresponding to FIG. It is a flowchart explaining the engine-rotation determination routine performed in the flowchart of FIG. It is a time chart explaining an example of the control action of internal-combustion engine rotation control by an engine rotation execution means.

8: Engine 11: Electric differential unit 20: Automatic transmission unit 24: First planetary gear unit 42: Brake pedal 44: Towing switch 49: Engine output shaft 50: Shift stage operating means (shift operating unit)
80: Engine rotation control device for vehicles (electronic control device)
90: Simultaneous determination means 92: Driving force change request detection means 94: Acceleration request detection means 96: Deceleration request detection means 98: Engine start method change means 100: Engine start timing change means 102: Execution order determination means 114: Engine rotation execution Means M1: first motor M2: second motor S1: first sun gear CA1: first carrier R1: first ring gear

Claims (4)

In a vehicle engine rotation control device including a power transmission device including a transmission unit that constitutes a part of a power transmission path and an electric motor that is capable of transmitting power to drive wheels.
When the shift control of the transmission unit and the engine rotation control overlap, the engine rotation timing is changed according to the content of the engine rotation request,
The engine rotation control is to rotate the output shaft of the engine when a continuous travel distance by the electric motor in a state where the engine is stopped exceeds a predetermined value,
When the engine rotation control when the predetermined value is exceeded and the shift control of the transmission unit overlap, the vehicle engine rotation is characterized in that one of the executions ends and the other execution starts. Control device. In a vehicle engine rotation control device including a power transmission device including a transmission unit that constitutes a part of a power transmission path and an electric motor that is capable of transmitting power to drive wheels.
When the shift control of the transmission unit and the engine rotation control overlap, the engine rotation timing is changed according to the content of the engine rotation request,
The engine rotation control is to rotate the output shaft of the engine when the continuous running time by the electric motor with the engine stopped exceeds a predetermined value,
When the engine rotation control when the predetermined value is exceeded and the shift control of the transmission unit overlap, the execution of one of them ends and the execution of the other starts.
An engine rotation control device for a vehicle. In a vehicle engine rotation control device including a power transmission device including a transmission unit that constitutes a part of a power transmission path and an electric motor that is capable of transmitting power to drive wheels.
When the shift control of the transmission unit and the engine rotation control overlap, the engine rotation timing is changed according to the content of the engine rotation request,
The engine rotation control is to rotate the output shaft of the engine when the traveling vehicle speed by the electric motor in a state where the engine is stopped exceeds a predetermined value,
When the engine rotation control when the predetermined value is exceeded and the shift control of the transmission unit overlap, the execution of one of them ends and the execution of the other starts.
An engine rotation control device for a vehicle. When the engine rotation control exceeding the predetermined value and the shift control of the transmission unit overlap, the execution of the engine rotation control is started after the execution of the shift control of the transmission unit is completed. The vehicle engine rotation control device according to any one of claims 1 to 3.

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