JP2019056434A - Vehicular control apparatus - Google Patents

Abstract

To enhance the lubrication performance of a pinion gear even in the case of disposing a lubrication hole so as to be suitable to lubrication in a specific travel mode.SOLUTION: In a first reverse travel mode (U/DHV mode forward rotation input (reverse), O/DHV mode forward rotation input (reverse)) where a third lubricant oath 88 is positioned downstream in an auto-rotation direction of a pinion gear P2 relative to a load region, a lubricant volume supplied from a hydraulic control circuit 60 is increased in comparison with a second reverse travels mode (U/DHV mode reverse rotation input (reverse) where the third lubricant oath 88 is positioned upstream in the auto-rotation of the second pinion gear P2 relative to the load region likewise the forward travel mode, and therefore the lubricant ejected from the third lubricant oath 88 easily reaches the entire load region even in the first reverse travel mode that is disadvantageous to the lubrication. This makes it possible to enhance lubrication performance of the second pinion gear P2 even in the case of disposing the third lubricant oath 88 so as to be suitable to the lubrication in the forward travel mode.SELECTED DRAWING: Figure 26

Description

  The present invention relates to a vehicle control device including a differential mechanism that transmits power from a power source.

  2. Description of the Related Art A vehicle control device including a differential mechanism that transmits power from a power source is well known. For example, the rotation support device for planetary gears described in Patent Document 1 is that. In Patent Document 1, a lubricating hole for discharging lubricating oil to a pinion gear formed on a support shaft that supports a pinion gear included in a planetary gear device (corresponding to a differential mechanism) so as to rotate and revolve is provided from a load zone. In addition, by positioning the pinion gear at the front side in the rotation direction of the pinion gear (that is, the upstream side in the rotation direction) by a predetermined angle (0 degree to 45 degrees), the lubricating oil discharged from the lubrication holes is efficiently fed into the entire load zone. It is disclosed that it is used for lubrication of the entire load range.

Japanese Unexamined Patent Publication No. 7-317884

  By the way, a first differential mechanism having a first rotating element, a second rotating element, and a third rotating element and connected to the engine so that power can be transmitted, a fourth rotating element, a fifth rotating element, and a sixth rotating element. And a second differential mechanism in which a differential state is controlled by controlling an operating state of the first rotating machine, and an output rotating member coupled to the drive wheel so as to transmit power. In a vehicle including a second rotating machine, an engagement device that changes a connection state of each element in the first differential mechanism and an engagement device that changes a connection state between the first differential mechanism and the second differential mechanism By adding a plurality of engaging devices such as a differential mechanism having a power split ratio different from the power split ratio of the second differential mechanism alone, each operating state of the plurality of engaging devices can be changed. It is conceivable to selectively establish a plurality of driving modes by switching. In a vehicle that can run while controlling the differential state with different power split ratios, the positional relationship in the rotation direction of the pinion gear between the load zone of the pinion gear and the lubricating hole of the support shaft depends on the running mode. If there is a difference, if the lubrication hole is positioned so as to be suitable for lubrication in a specific traveling mode, there is a possibility that sufficient lubrication cannot be performed depending on the traveling mode.

  The present invention has been made against the background of the above circumstances, and the purpose of the present invention is to provide a lubricating performance of the pinion gear even when a lubricating hole is provided so as to be suitable for lubrication in a specific traveling mode. An object of the present invention is to provide a vehicle control device capable of improving the above.

  The gist of the first invention is that: (a) a first differential mechanism having a first rotating element, a second rotating element, and a third rotating element, the engine being connected to transmit power; A second differential mechanism having a four-rotating element, a fifth rotating element, and a sixth rotating element, the differential state of which is controlled by controlling the operating state of the first rotating machine, and the drive wheel. And a second rotating machine connected to the output rotating member so as to be able to transmit power, wherein: (b) the first rotating element is connected to the engine so that power can be transmitted. (C) The third rotating element is connected to the sixth rotating element, (d) the fourth rotating element is connected to the first rotating machine so that power can be transmitted, and (e) The fifth rotation element is coupled to the output rotation member, and (f) the vehicle includes the first rotation element and the second rotation element. A first engagement device that connects any two of the rotation elements and the third rotation element, a second engagement device that connects the second rotation element to a non-rotating member, and the second A third engagement device that connects the rotation element and the fifth rotation element; and (g) the vehicle is one of the first engagement device and the third engagement device. A forward travel mode that enables forward travel when the differential state of the second differential mechanism is controlled with one of the engagement devices engaged, the first engagement device, and the third engagement A first reverse travel mode that enables reverse travel when the differential state of the second differential mechanism is controlled with one of the engagement devices engaged, and the second engagement A second gear that enables reverse travel when the differential state of the second differential mechanism is controlled with the combined device engaged. The reverse travel mode is selectively established, and (h) a support shaft that supports the pinion gear included in the second differential mechanism so as to rotate and revolve is provided by a hydraulic control circuit provided in the vehicle. Lubricating holes for discharging supplied lubricating oil to the pinion gear are provided. (I) The lubricating holes are specified by the pinion gear according to a load acting on the pinion gear during forward traveling in the forward traveling mode. And (j) during the first reverse travel mode, during the second reverse travel mode, provided at a predetermined position upstream of the rotation direction of the pinion gear with respect to the load zone that is pressed in the direction of And an oil amount changing unit that increases the flow rate of the lubricating oil supplied from the hydraulic control circuit.

  According to the first aspect of the present invention, the lubricating hole provided in the support shaft that supports the pinion gear included in the second differential mechanism and that discharges the lubricating oil to the pinion gear has a load during forward traveling in the forward traveling mode. Since the pinion gear is positioned on the upstream side in the rotation direction of the pinion gear with respect to the zone, the lubricating oil discharged from the lubrication hole can easily reach the entire load zone during forward running in the forward running mode. Thereby, in the forward traveling mode, the flow rate of the lubricating oil supplied from the hydraulic control circuit can be reduced, which is advantageous for fuel consumption. Also, in the first reverse travel mode in which the lubrication hole is positioned downstream of the pinion gear in the rotation direction with respect to the load zone, the lubrication hole is positioned upstream of the pinion gear in the rotation direction as in the forward travel mode. Since the flow rate of the lubricating oil supplied from the hydraulic control circuit is increased compared to the second reverse travel mode, the oil is discharged from the lubrication holes even in the first reverse travel mode, which is disadvantageous for lubrication. Lubricating oil is made easier to reach the entire load zone. Therefore, even if the lubrication hole is provided so as to be suitable for lubrication in a specific traveling mode, the lubrication performance of the pinion gear can be improved.

It is a figure explaining the schematic structure of each part in connection with driving | running | working of the vehicle to which this invention is applied, and is a figure explaining the principal part of the control system for controlling each part. It is a figure which shows an example of the hydraulic control circuit which controls the operating state of an engagement apparatus. It is a chart which shows each operation state of each engagement device in each run mode. It is an alignment chart at the time of the single drive EV mode. It is an alignment chart at the time of both drive EV mode. It is an alignment chart at the time of standby mode in U / D input split. It is an alignment chart at the time of standby mode in O / D input split. It is an alignment chart at the time of the emblem combined use mode in U / D input split. It is an alignment chart at the time of the emblem combined use mode in O / D input split. It is an alignment chart in forward traveling in the U / DHV mode of the HV traveling mode. It is an alignment chart in forward traveling in the O / DHV mode of the HV traveling mode. It is a nomographic chart in the reverse running in the U / DHV mode of the HV running mode, in the case of engine reverse rotation input. It is a nomographic chart in the reverse running in the U / DHV mode of the HV running mode, and is a case of engine forward rotation input. It is a nomographic chart in the reverse running in the O / DHV mode of the HV running mode, and is a case of engine forward rotation input. It is a collinear diagram at the time of fixed stage mode of HV traveling mode, and is a case of direct connection. It is a collinear diagram at the time of fixed stage mode of HV traveling mode, and is a case where an output shaft is fixed. It is a figure which shows an example of the driving mode switching map used for switching control of engine driving | running | working and motor driving | running | working, Comprising: It is a case where it drive | works with the battery capacity hold | maintained. It is a figure which shows an example of the driving mode switching map used for switching control of engine driving | running | working and motor driving | running | working, Comprising: It is a case where it drive | works, consuming battery capacity. It is a fragmentary sectional view showing the peripheral member of the 2nd pinion gear which the 2nd differential mechanism has, and the 2nd pinion gear. It is a schematic diagram which shows the load zone at the time of U / DHV mode (forward). It is a schematic diagram which shows the load zone at the time of U / DHV mode normal rotation input (backward movement). It is a schematic diagram which shows the load zone at the time of U / DHV mode reverse rotation input (reverse). It is a figure which shows an example of the lubrication pressure map at the time of forward drive mode. It is a figure which shows an example of the lubrication pressure map at the time of reverse drive by the engine normal rotation input in HV drive mode. It is a figure which shows an example of the lubrication pressure map at the time of U / DHV mode reverse rotation input (reverse). Flow chart for explaining the control operation for improving the lubrication performance of the second pinion gear even when the third lubricating oil passage is provided so as to be suitable for the lubrication in the forward drive mode, that is, the main part of the control operation of the electronic control unit. It is.

  In an embodiment of the present invention, the oil amount changing unit increases the flow rate of the lubricating oil supplied from the hydraulic control circuit as the load (torque) when the pinion gear is pressed in a specific direction is larger. In this way, durability (for example, wear resistance, seizure resistance, etc.) of the pinion gear and the like can be improved.

  The oil amount changing unit increases the flow rate of the lubricating oil supplied from the hydraulic control circuit as the rotation speed of the rotation of the pinion gear is higher. In this way, the durability of the pinion gear and the like can be improved.

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

  FIG. 1 is a diagram illustrating a schematic configuration of each unit related to traveling of the vehicle 10 to which the present invention is applied, and a diagram illustrating a main part of a control system for controlling each unit. In FIG. 1, a vehicle 10 is a hybrid vehicle including an engine 12, a first rotating machine MG <b> 1, a second rotating machine MG <b> 2, a power transmission device 14, and drive wheels 16 that can be a driving power source. In the present specification, the expression “engine” is equivalent to “institution”.

  The engine 12 is a known internal combustion engine that outputs power by burning a predetermined fuel, such as a gasoline engine or a diesel engine. The engine 12 is controlled by an electronic control unit 90 (described later) such as throttle opening, intake air amount, fuel supply amount, ignition timing, etc., so that the torque of the engine 12 (hereinafter also referred to as engine torque Te). Is controlled.

  The first rotating machine MG1 and the second rotating machine MG2 are so-called motor generators having a function as an electric motor (motor) that generates a driving torque and a function as a generator (generator). The first rotating machine MG1 and the second rotating machine MG2 are provided in the vehicle 10 as a power storage device that exchanges power through the power control unit 50 provided in the vehicle 10 having an inverter unit, a smoothing capacitor, and the like. The output torque (power running torque or regenerative torque) of each of the first rotating machine MG1 and the second rotating machine MG2 is connected to the battery unit 52 and is controlled by the power control unit 50 by an electronic control unit 90 described later. The MG1 torque Tg and MG2 torque Tm are controlled.

  The power transmission device 14 is provided in a power transmission path between the engine 12 and the drive wheels 16. The power transmission device 14 includes a first rotating machine MG1, a second rotating machine MG2, a first power transmission unit 20, a second power transmission unit 22, and the like in a case 18 that is a non-rotating member attached to the vehicle body. . The power transmission device 14 includes a propeller shaft 26 coupled to an output shaft 24 that is an output rotating member of the first power transmission unit 20, a drive pinion 28 coupled to the propeller shaft 26, and a drive pinion via a diff ring gear 30. 28, a differential gear 32 that meshes with 28, a drive shaft 34 connected to the differential gear 32, and the like.

  The first power transmission unit 20 is arranged coaxially with an input shaft 36 that is connected to the crankshaft of the engine 12 and is an input rotation member of the first power transmission unit 20. 2 differential mechanism 40, 1st rotary machine MG1, clutch CL1, brake BR1, clutch CLc, etc. are provided.

  The first differential mechanism 38 includes a first sun gear S1, a plurality of pairs of first pinion gears P1a and P1b that mesh with each other, a first carrier C1 that supports the first pinion gears P1a and P1b so as to rotate and revolve, and first pinion gears P1a and P1b. Is a known double pinion type planetary gear mechanism having a first ring gear R1 meshing with the first sun gear S1, and functions as a differential mechanism that generates a differential action. The first differential mechanism 38 employs a double pinion type planetary gear mechanism in consideration of, for example, appropriate gear ratio ρ1 (the gear ratio ρ will be described later). The second differential mechanism 40 meshes with the second sun gear S2 via the second sun gear S2, the second pinion gear P2, the second carrier C2 that supports the second pinion gear P2 so as to rotate and revolve, and the second pinion gear P2. This is a known single pinion type planetary gear mechanism having a second ring gear R2, and functions as a differential mechanism that generates a differential action.

  In the first differential mechanism 38, the first carrier C1 is a first rotating element RE1 that is integrally connected to the input shaft 36 and to which the engine 12 is connected via the input shaft 36 so that power can be transmitted. 1 functions as an input rotation member of the differential mechanism 38. The first ring gear R1 is a second rotating element RE2 that is selectively coupled to the case 18 via the brake BR1. The first sun gear S1 is a third rotating element RE3 connected to the input rotating member of the second differential mechanism 40 (that is, the second ring gear R2 of the second differential mechanism 40), and the output of the first differential mechanism 38. It functions as a rotating member.

  In the second differential mechanism 40, the second sun gear S2 is integrally connected to the rotor shaft 42 of the first rotating machine MG1, and serves as a reaction force element that is connected to the first rotating machine MG1 so that power can be transmitted. This is a fourth rotation element RE4. The second carrier C2 is connected to the output shaft 24 (that is, provided so as to rotate integrally with the output shaft 24), and is a fifth rotating element RE5 as an output element connected to the drive wheel 16, It functions as an output rotating member of the second differential mechanism 40. The second ring gear R2 is a sixth rotating element RE6 as an input element coupled to the output rotating member of the first differential mechanism 38 (that is, the first sun gear S1 of the first differential mechanism 38), and the second differential gear R2 is a second differential element. It functions as an input rotating member of the mechanism 40.

  The first carrier C1 and the first ring gear R1 are selectively connected via the clutch CL1. Further, the first ring gear R1 and the second carrier C2 are selectively connected via the clutch CLc. Therefore, the clutch CL1 is a first engagement device that selectively couples the first rotation element RE1 and the second rotation element RE2. The brake BR1 is a second engagement device that selectively couples the second rotating element RE2 to the case 18. The clutch CLc is a third engagement device that selectively connects the second rotation element RE2 and the fifth rotation element RE5. Each of the clutch CL1, the brake BR1, and the clutch CLc is preferably a wet friction engagement device, and is a multi-plate hydraulic friction engagement device controlled to be engaged by a hydraulic actuator.

  FIG. 2 shows an example of a main part of a hydraulic control circuit 60 provided in the vehicle 10 that controls the operating state (engaged or released state) of each engagement device (clutch CL1, brake BR1, clutch CLc). FIG. In FIG. 2, the hydraulic control circuit 60 includes a primary regulator valve 62, linear solenoid valves SL1, SL2, SL3, and the like. The primary regulator valve 62 is based on the hydraulic pressure generated by a mechanical oil pump 64 (also referred to as MOP 64) provided in the vehicle 10 or as an electric oil pump 66 (also referred to as EOP 66) provided in the vehicle 10. The line oil pressure PL is regulated by using the oil pressure generated by The MOP 64 is connected to any rotating member of the power transmission device 14 (which also agrees with the rotating element) that rotates with the rotation of the engine 12, for example, and supplies hydraulic pressure by being driven to rotate by the engine 12. For example, when the rotation of the engine 12 is stopped (for example, when the motor travels when the operation of the engine 12 is stopped), the EOP 66 is driven to rotate by a dedicated motor (not shown) controlled by an electronic control unit 90 described later. Supply. The linear solenoid valve SL1 regulates an engagement hydraulic pressure (also referred to as a CL1 hydraulic pressure Pcl1) supplied to the clutch CL1, using the line hydraulic pressure PL as a source pressure. The linear solenoid valve SL2 regulates the engagement hydraulic pressure (also referred to as BR1 hydraulic pressure Pbr1) to be supplied to the brake BR1, using the line hydraulic pressure PL as a source pressure. The linear solenoid valve SL3 regulates the engagement hydraulic pressure (also referred to as CLc hydraulic pressure Pclc) supplied to the clutch CLc using the line hydraulic pressure PL as a source pressure. The linear solenoid valves SL1, SL2, and SL3 have basically the same configuration, and are individually excited, de-energized, and current controlled by the electronic control unit 90, and the hydraulic pressures Pcl1, Pbr1, and Pclc are independently set. Adjust pressure. The operating states of the engagement devices (clutch CL1, brake BR1, clutch CLc) are switched according to the hydraulic pressures Pcl1, Pbr1, and Pclc supplied from the hydraulic pressure control circuit 60, respectively. The hydraulic control circuit 60 further includes a secondary regulator valve 68, a lubrication pressure control solenoid valve SLUB, and the like. Details of these will be described later.

  Returning to FIG. 1, the first differential mechanism 38 switches the operating states of the clutch CL1 and the brake BR1 to change the direct connection state, the reverse rotation speed change state of the engine 12, the neutral state (neutral state), and the internal lock state. Four states can be formed. Specifically, in the engaged state of the clutch CL1, the first differential mechanism 38 is in a directly connected state in which the rotating elements of the first differential mechanism 38 are integrally rotated. Further, the first differential mechanism 38 is configured so that the rotation of the first ring gear R1 is zero [rpm] when the brake BR1 is engaged, and the first sun gear S1 (first difference) with respect to the normal rotation of the engine rotational speed Ne. The output rotation member of the moving mechanism 38) is in the reverse rotation speed change state of the engine 12 in which the rotation is negative. The first differential mechanism 38 is in a neutral state in which the differential of the first differential mechanism 38 is allowed when the clutch CL1 is released and the brake BR1 is released. In addition, the first differential mechanism 38 is in an internal lock state in which each rotation element of the first differential mechanism 38 is stopped when the clutch CL1 is engaged and the brake BR1 is engaged.

  In a state where the differential is allowed, the second differential mechanism 40 divides the power of the engine 12 input to the second ring gear R2 into the first rotating machine MG1 and the second carrier C2 (the distribution is also agreed). It can function as a mechanism. Therefore, in the vehicle 10, the direct torque (also referred to as the engine direct torque) that is mechanically transmitted to the second carrier C2 by taking the reaction force of the engine torque Te input to the second ring gear R2 by the first rotating machine MG1. And the MG2 torque Tm of the second rotating machine MG2 driven by the electric power generated by the first rotating machine MG1 by the power divided into the first rotating machine MG1 can be driven by the engine. As a result, the second differential mechanism 40 is configured to control the gear ratio (gear ratio) by controlling the power control unit 50 and controlling the operating state of the first rotating machine MG1 by an electronic control unit 90 described later. It functions as an electrical differential section (electric continuously variable transmission). That is, the second differential mechanism 40 is an electric transmission mechanism whose differential state is controlled by controlling the operating state of the first rotating machine MG1.

  In the first power transmission unit 20, it is possible to configure an electric continuously variable transmission that operates at a power split ratio different from the power split ratio in the second differential mechanism 40. That is, in the first power transmission unit 20, in addition to the first sun gear S1 (third rotating element RE3) and the second ring gear R2 (sixth rotating element RE6) being connected, the clutch CLc is engaged. By connecting the first ring gear R1 (second rotating element RE2) and the second carrier C2 (fifth rotating element RE5), the first differential mechanism 38 and the second differential mechanism 40 are connected to each other. An electric system that configures two differential mechanisms and operates the first differential mechanism 38 and the second differential mechanism 40 as a whole with a power split ratio different from the power split ratio of the second differential mechanism 40 alone. It becomes possible to function as a continuously variable transmission.

  In the first power transmission unit 20, the first differential mechanism 38 in which the four states described above are formed and the second differential mechanism 40 are connected, and the vehicle 10 switches the operating state of the clutch CLc. In addition, a plurality of travel modes described later can be realized.

  In the first power transmission unit 20 configured as described above, the power of the engine 12 and the power of the first rotating machine MG1 are transmitted to the output shaft 24. Therefore, the engine 12 and the first rotating machine MG1 are coupled to the drive wheels 16 via the first power transmission unit 20 so as to be able to transmit power.

  The second power transmission unit 22 is disposed coaxially with the input shaft 36 (or the output shaft 24), and includes a second rotating machine MG2 and a reduction mechanism 44 connected to the output shaft 24. The reduction mechanism 44 includes a third sun gear S3, a third pinion gear P3, a third carrier C3 that supports the third pinion gear P3 so as to rotate and revolve, and a third ring gear R3 that meshes with the third sun gear S3 via the third pinion gear P3. This is a known single pinion type planetary gear mechanism. The third sun gear S3 is an input element connected to the rotor shaft 46 of the second rotating machine MG2. The third ring gear R <b> 3 is a reaction force element connected to the case 18. The third carrier C <b> 3 is an output element connected to the output shaft 24. The reduction mechanism 44 configured as described above reduces the MG2 rotational speed Nm and transmits it to the output shaft 24. Thereby, in the second power transmission unit 22, the power of the second rotating machine MG <b> 2 is transmitted to the output shaft 24 without passing through the first power transmission unit 20. Therefore, the second rotating machine MG2 is coupled to the drive wheels 16 so as to be able to transmit power without going through the first power transmission unit 20. That is, the second rotating machine MG2 is a rotating machine that is connected to the drive shaft 34 that is an output rotating member of the power transmission device 14 so as to be able to transmit power without passing through the first power transmission unit 20. Note that the output rotation member of the power transmission device 14 is an output rotation member connected to the drive wheel 16, and in addition to the drive shaft 34, the output shaft 24, the propeller shaft 26, and the like are also agreed.

  The power transmission device 14 configured in this manner is suitably used for an FR (front engine / rear drive) type vehicle. Further, in the power transmission device 14, the power of the engine 12, the power of the first rotating machine MG <b> 1, and the power of the second rotating machine MG <b> 2 are transmitted to the output shaft 24, and the differential gear 32 and the drive shaft 34 are transmitted from the output shaft 24. Etc. are sequentially transmitted to the drive wheel 16.

  The vehicle 10 includes an electronic control device 90 as a controller including a control device for the vehicle 10 related to the control of the engine 12, the power transmission device 14, and the like. The electronic control unit 90 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 90 is configured to execute output control of the engine 12, the first rotating machine MG1, and the second rotating machine MG2, switching control of a travel mode, which will be described later, and the like. It is configured separately for control, for rotating machine control, for hydraulic control and the like.

  The electronic control unit 90 includes various sensors provided in the vehicle 10 (for example, an engine rotational speed sensor 70, an output rotational speed sensor 72, an MG1 rotational speed sensor 74 such as a resolver, an MG2 rotational speed sensor 76 such as a resolver, an accelerator opening). Various signals based on the detection values of the degree sensor 78, the shift position sensor 80, the battery sensor 82, etc. (for example, the engine rotational speed Ne, the output rotational speed No corresponding to the vehicle speed V, the output rotational speed No, the MG1 rotational speed) Ng, MG2 rotational speed Nm, accelerator opening degree θacc, operation position (operation position) POSsh of shift lever 56 as a shift operation member provided in vehicle 10, battery temperature THbat of battery unit 52, battery charge / discharge current Ibat, battery Voltage Vbat, etc.). Further, the electronic control device 90 provides various devices (for example, an engine control device 54 such as a throttle actuator, a fuel injection device, and an ignition device, a power control unit 50, a hydraulic control circuit 60, an EOP 66, etc.) provided in the vehicle 10. Command signals (for example, an engine control command signal Se for controlling the engine 12, a rotating machine control command signal Smg for controlling the first rotating machine MG1 and the second rotating machine MG2, and each engagement device (clutch CL1, brake BR1, hydraulic pressure control command signal Sp for controlling the operating state of the clutch CLc, pump drive control command signal Sop for driving EOP 66, etc.) are respectively output. The electronic control unit 90 calculates the charge capacity SOC (also referred to as battery capacity SOC) of the battery unit 52 as a value indicating the charge state of the battery unit 52 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. .

  The operation position POSsh of the shift lever 56 is, for example, a P, R, N, D position. The P position is an operation position for selecting a state where the power transmission device 14 is in the neutral state and the rotation of the output shaft 24 is mechanically blocked (locked). The R position is an operation position for selecting the reverse drive mode of the power transmission device 14 that enables the reverse drive of the vehicle 10. The N position is an operation position for selecting a state in which the power transmission device 14 is in the neutral state. The D position is an operation position for selecting the forward travel mode of the power transmission device 14 that enables the vehicle 10 to travel forward.

  The electronic control device 90 includes hybrid control means, that is, a hybrid control unit 92, and power transmission switching means, that is, a power transmission switching unit 94, in order to realize control functions for various controls in the vehicle 10.

  The hybrid control unit 92 controls opening / closing of the electronic throttle valve, controls the fuel injection amount and injection timing, and outputs an engine control command signal Se for controlling the ignition timing so that the target torque of the engine torque Te can be obtained. The output control of the engine 12 is executed. Further, the hybrid control unit 92 outputs a rotating machine control command signal Smg for controlling the operation of the first rotating machine MG1 and the second rotating machine MG2 to the power control unit 50, and the target torque of the MG1 torque Tg and the MG2 torque Tm. The output control of the first rotating machine MG1 and the second rotating machine MG2 is executed so that

  The hybrid control unit 92 calculates the required drive torque based on the accelerator opening θacc and the vehicle speed V, and considers the charge request value (required charge power) and the like so that the engine is operated with low fuel consumption and low exhaust gas amount. 12, the required driving torque is generated from at least one of the first rotating machine MG1 and the second rotating machine MG2.

  The hybrid control unit 92 selectively establishes a motor travel (EV travel) mode and a hybrid travel (HV travel) mode (also referred to as an engine travel mode) as travel modes according to the travel state. The EV travel mode is a control that enables motor travel that travels using at least one of the first rotating machine MG1 and the second rotating machine MG2 as a power source for traveling in a state where the operation of the engine 12 is stopped. It is a style. The HV travel mode is a control mode that enables HV travel (engine travel) that travels using at least the engine 12 as a power source for travel (that is, travels by transmitting the power of the engine 12 to the drive wheels 16). Even in a mode in which the vehicle 10 is not driven, such as a mode in which the power of the engine 12 is converted into electric power by the power generation of the first rotary machine MG1 and the electric power is exclusively charged to the battery unit 52, the engine 12 is in a driving state, and is included in the HV traveling mode.

  The power transmission switching unit 94 controls the operating states of the clutch CL1, the brake BR1, and the clutch CLc based on the travel mode established by the hybrid control unit 92. The power transmission switching unit 94 engages and / or disengages the clutch CL1, the brake BR1, and the clutch CLc so that power transmission for traveling in the traveling mode established by the hybrid control unit 92 is possible. The hydraulic control command signal Sp to be output is output to the hydraulic control circuit 60.

  Here, travel modes that can be executed by the vehicle 10 will be described with reference to FIGS. 3 and 4 to 16. FIG. 3 is a chart showing the operating states of the clutch CL1, the brake BR1, and the clutch CLc in each travel mode. 3 indicates the engagement of the engagement devices (the clutch CL1, the brake BR1, and the clutch CLc), the blank indicates the release, and the Δ indicates the engine that rotates the engine 12 in the stopped state. When a brake (also referred to as an emblem) is used in combination, either one or both may be engaged depending on the situation. “G” indicates that the rotating machine (MG1, MG2) mainly functions as a generator, and “M” indicates that the rotating machine (MG1, MG2) functions mainly as a motor when driving, and mainly generates when generating. It shows that it will function as. As shown in FIG. 3, the vehicle 10 can selectively realize the EV travel mode and the HV travel mode as the travel mode. The EV travel mode includes a single drive EV mode that is a control mode capable of motor travel using the second rotary machine MG2 as a single power source, and motor travel using the first rotary machine and the second rotary machine MG2 as a power source. It has two modes, the double drive EV mode, which is a possible control mode. The HV driving mode includes an overdrive (O / D) input split mode (hereinafter referred to as O / DHV mode), an underdrive (U / D) input split mode (hereinafter referred to as U / DHV mode), and a fixed stage mode. And has three modes.

  4 to 16 are collinear diagrams that can relatively represent the rotational speeds of the rotating elements RE1 to RE6 in the first differential mechanism 38 and the second differential mechanism 40, respectively. In this collinear diagram, vertical lines Y1-Y4 representing the rotational speeds of the respective rotary elements are in order from the left in the drawing, and vertical line Y1 is the second sun gear that is the fourth rotary element RE4 to which the first rotary machine MG1 is connected. The rotational speed of S2, the vertical line Y2 is the rotational speed of the first carrier C1, which is the first rotational element RE1 to which the engine 12 (see “ENG” in the figure) is connected, and the vertical line Y3 is via the brake BR1. The rotation speed of the first ring gear R1, which is the second rotation element RE2 that is selectively connected to the case 18, and the second rotation element RE5, which is connected to the output shaft 24 (see “OUT” in the drawing). The rotation speed of the carrier C2, the vertical line Y4 indicates the rotation speed of the first sun gear S1 as the third rotation element RE3 and the second ring gear R2 as the sixth rotation element RE6, which are connected to each other. A second rotary machine MG2 is connected to the output shaft 24 via a reduction mechanism 44. The arrow in the white square (□) indicates the MG1 torque Tg, the arrow in the white circle (◯) indicates the engine torque Te, and the arrow in the black circle (●) indicates the MG2 torque Tm. In addition, the clutch CL1 that selectively connects the first carrier C1 and the first ring gear R1 is shown in white when the clutch CL1 is open, and the clutch CL1 that is shown in hatching (hatched) is the clutch. Each of the engagement states of CL1 is shown. Further, in the brake BR1 that selectively connects the first ring gear R1 to the case 18, the white rhombus mark (◇) indicates the released state of the brake BR1, and the black rhombus mark (♦) indicates the engaged state of the brake BR1. . Further, in the clutch CLc that selectively connects the first ring gear R1 and the second carrier C2, a white rhombus mark (◇) indicates a released state of the clutch CLc, and a black rhombus mark (♦) indicates an engaged state of the clutch CLc. Show. Further, a straight line relatively representing the rotational speed related to the first differential mechanism 38 is indicated by a broken line, and a straight line relatively representing the rotational speed related to the second differential mechanism 40 is indicated by a solid line. The arrows in black circles (●) are driven by the electric power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 and / or the electric power supplied from the battery unit 52. The MG2 torque Tm by the second rotating machine MG2 does not include the engine direct torque. Further, the black rhombus mark (♦) in the clutch CLc is not shown in the drawing because it overlaps the black circle mark (●). Further, the distance between the vertical lines Y1, Y2, Y3, Y4 is determined according to the gear ratios ρ1, ρ2 of the differential mechanisms 38, 40. In the relationship between the vertical axes of the nomograph, when the distance between the sun gear and the carrier is an interval corresponding to “1”, the gear ratio ρ of the planetary gear mechanism between the carrier and the ring gear (= number of teeth of the sun gear / ring gear) The number of teeth).

  FIG. 4 is a collinear diagram for the single drive EV mode. The single drive EV mode is realized in a state where the clutch CL1, the brake BR1, and the clutch CLc are all released, as shown in “Normal” in FIG. In the single drive EV mode, the clutch CL1 and the brake BR1 are released, the differential of the first differential mechanism 38 is allowed, and the first differential mechanism 38 is in the neutral state. The hybrid control unit 92 stops the operation of the engine 12 and outputs the traveling MG2 torque Tm from the second rotating machine MG2. FIG. 4 shows a case in which the second rotating machine MG2 outputs a positive torque during forward rotation (that is, the rotation direction of the second carrier C2 when the vehicle 10 moves forward). At the time of reverse travel, the second rotating machine MG2 is reversely rotated with respect to the forward travel. During traveling of the vehicle, the second carrier C2 connected to the output shaft 24 is rotated in conjunction with the rotation of the second rotating machine MG2 (here, the rotation of the drive wheels 16 is also agreed). In the single drive EV mode, since the clutch CLc is further disengaged, the engine 12 and the first rotating machine MG1 are not rotated respectively, and the engine rotational speed Ne and the MG1 rotational speed Ng can be made zero. Thereby, each drag loss in the engine 12 and the first rotating machine MG1 can be reduced to improve power consumption (that is, to suppress power consumption). The hybrid control unit 92 maintains the MG1 rotation speed Ng at zero by feedback control. Alternatively, the hybrid control unit 92 performs control (d-axis lock control) to flow current to the first rotating machine MG1 so that the rotation of the first rotating machine MG1 is fixed, and maintains the MG1 rotational speed Ng at zero. To do. Alternatively, even if the MG1 torque Tg is zero, it is not necessary to add the MG1 torque Tg if the MG1 rotational speed Ng can be maintained at zero by the cogging torque of the first rotating machine MG1. The single drive EV mode is a travel mode in which the motor can travel using only the second rotating machine MG2 as a power source with the clutch CL1 and the clutch CLc released. Even if the control for maintaining the MG1 rotational speed Ng at zero is performed, the first power transmission unit 20 is in a neutral state in which the reaction force of the MG1 torque Tg cannot be taken, and thus does not affect the driving torque. Alternatively, in the single drive EV mode, the first rotating machine MG1 may be idled with no load.

  FIG. 5 is a collinear diagram in the double drive EV mode. The double drive EV mode is realized in a state in which the clutch CL1 and the brake BR1 are engaged and a state in which the clutch CLc is released, as shown in “both drive” in FIG. In the double drive EV mode, the clutch CL1 and the brake BR1 are engaged, the differential of the first differential mechanism 38 is restricted, and the rotation of the first ring gear R1 is stopped. Therefore, the first differential mechanism 38 stops the rotation of any rotating element, and the first differential mechanism 38 is in an internal locked state. As a result, the engine 12 is stopped at zero rotation, and the second ring gear R2 connected to the first sun gear S1 is also fixed at zero rotation. When the second ring gear R2 is fixed to be non-rotatable, a reaction force torque of the MG1 torque Tg can be obtained by the second ring gear R2, and therefore the torque based on the MG1 torque Tg is mechanically output from the second carrier C2 to drive wheels. 16 can be transmitted. The hybrid control unit 92 stops the operation of the engine 12 and outputs MG1 torque Tg and MG2 torque Tm for traveling from the first rotating machine MG1 and the second rotating machine MG2, respectively. FIG. 5 shows a case where the first rotating machine MG1 and the second rotating machine MG2 are both moving forward and outputting a positive torque in the forward rotation. At the time of reverse travel, the first rotary machine MG1 and the second rotary machine MG2 are reversely rotated with respect to the forward travel time.

  4 and 5, the single drive EV mode drives the vehicle 10 with only the second rotary machine MG2, and the double drive EV mode uses the first rotary machine MG1 and the second rotary machine MG2. It is possible to drive the vehicle 10 at. Therefore, when the motor travels, the single drive EV mode is established when the load is low and the single rotation is performed by the second rotating machine MG2, and the double drive EV mode is established and the first rotary machine is established when the load is high. Both are driven by MG1 and the second rotating machine MG2. Regeneration during vehicle deceleration, including engine running, is mainly executed by the second rotating machine MG2.

  When regenerative control is performed by the second rotating machine MG2 during traveling in the single drive EV mode, the engine 12 that has been stopped is not rotated and is stopped at zero rotation. Can do. On the other hand, if the battery unit 52 is in a fully charged state during traveling in the single drive EV mode, regenerative energy cannot be obtained, so that braking torque cannot be obtained by regenerative braking. When running in the single drive EV mode, if the battery unit 52 is in a fully charged state and regenerative energy cannot be obtained, use the engine brake to obtain braking torque, or use the engine brake in combination when the battery unit 52 is nearly fully charged. It is possible to do. From another viewpoint, the second rotating machine MG2 cannot be driven if the battery capacity SOC decreases during traveling in the single drive EV mode and it becomes difficult to secure the power supplied to the second rotating machine MG2. When the battery capacity SOC decreases during traveling in the single drive EV mode, switching to engine traveling may be considered. From the above, the EV traveling mode has a standby mode in which preparations are made for promptly applying engine braking or switching to engine traveling, and an emblem combined mode in which engine braking is used together. .

  6 and 7 are collinear diagrams in the standby mode in the EV traveling mode, respectively. This standby mode is realized with the clutch CL1 or the clutch CLc engaged, as shown in the “standby mode” of FIG. When the clutch CL1 or the clutch CLc is engaged, the engine 12 can be rotated, but in this standby mode, the first rotating machine MG1 is idling without load, so that the engine 12 that is not operating is zero. Stopped by rotation. Therefore, in this standby mode, motor traveling or regenerative control can be performed by the second rotating machine MG2 without applying the engine brake. From the standby mode, the engine speed Ne is increased by the first rotating machine MG1, and the reaction force of the engine torque Te (negative value) is taken by the first rotating machine MG1, so that the engine corresponding to the engine rotating speed Ne is obtained. The brake can be applied. Further, from the standby mode state, the engine rotation speed Ne can be increased and ignited by the first rotating machine MG1 to shift to engine running.

  The operating state of each engagement device (clutch CL1, brake BR1, clutch CLc) in the standby mode with the clutch CL1 engaged as shown in FIG. 6 is in forward travel in the U / DHV mode of the HV travel mode described later. This is the same state as the operating state of each engagement device. Although the engine 12 is not operated in the standby mode, for convenience, the standby mode in which the clutch CL1 is engaged is referred to as a standby mode in the U / D input split.

  The operation state of each engagement device in the standby mode in which the clutch CLc is engaged as shown in FIG. 7 is the same as the operation state of each engagement device in the forward traveling in the O / DHV mode of the HV traveling mode described later. It is. For convenience, the standby mode in which the clutch CLc is engaged is referred to as an O / D input split standby mode.

  8 and 9 are collinear diagrams in the emblem combined mode in the EV traveling mode, respectively. This emblem combined mode is realized in a state where the clutch CL1 or the clutch CLc is engaged, as shown in “emblem combined use” in FIG. When the clutch CL1 or the clutch CLc is engaged, the engine 12 is brought into a rotating state. Therefore, in this emblem combined mode, the engine torque Te (negative value) is controlled by the first rotating machine MG1 while controlling the engine rotational speed Ne. By taking this reaction force, an engine brake corresponding to the engine rotational speed Ne can be applied. Therefore, in this emblem combined mode, the engine brake can be applied in addition to or instead of the regenerative braking by the second rotating machine MG2. The engine brake can also be applied by engaging the clutch CL1 and the clutch CLc. In this case, it is not necessary to take the reaction force of the engine torque Te (negative value) in the first rotating machine MG1. The operating state of each engagement device (clutch CL1, brake BR1, clutch CLc) in the emblem combined mode in which the clutch CL1 and the clutch CLc are engaged is the state of each engagement device in the direct connection fixed stage mode in the HV traveling mode described later. It is the same state as the operating state.

  The operating state of each engagement device (clutch CL1, brake BR1, clutch CLc) in the emblem combined mode in which the clutch CL1 is engaged as shown in FIG. 8 is the forward traveling in the U / DHV mode of the HV traveling mode described later. It is the same state as the operation state of each engaging device in. Although the engine 12 is not operated in the emblem combined mode, for convenience, the emblem combined mode in which the clutch CL1 is engaged is referred to as an embed combined mode in the U / D input split.

  The operating state of each engaging device in the emblem combined mode in which the clutch CLc is engaged as shown in FIG. State. For convenience, the emblem combined mode in which the clutch CLc is engaged is referred to as an embed combined mode in the O / D input split.

  FIG. 10 is an alignment chart in forward traveling in the U / DHV mode of the HV traveling mode. The forward travel in the U / DHV mode (hereinafter referred to as the U / DHV mode (forward)) is a state where the clutch CL1 is engaged and the brake is applied as shown in “forward” of “U / D input split” in FIG. This is realized with BR1 and clutch CLc released. In the U / DHV mode (forward), the clutch CL1 is engaged and the brake BR1 is disengaged, and the first differential mechanism 38 is in a directly connected state, so the power of the engine 12 input to the first carrier C1 Is directly transmitted to the second ring gear R2 connected to the first sun gear S1. In addition, in the U / DHV mode (forward movement), the clutch CLc is released, and the electric continuously variable transmission is configured by the second differential mechanism 40 alone. Accordingly, the first power transmission unit 20 can divide the power of the engine 12 input to the second ring gear R2 into the second sun gear S2 and the second carrier C2. That is, in the first power transmission unit 20, the engine direct torque is mechanically transmitted to the second carrier C2 by taking the reaction force of the engine torque Te input to the second ring gear R2 by the first rotating machine MG1. At the same time, the power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electrical path. The hybrid control unit 92 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. The hybrid control unit 92 can also drive the second rotating machine MG2 by adding the power supplied from the battery unit 52 to the generated power of the first rotating machine MG1. FIG. 10 shows a case where the second rotating machine MG2 is traveling forward by outputting a positive torque in the forward rotation.

  FIG. 11 is an alignment chart in forward traveling in the O / DHV mode of the HV traveling mode. The forward travel in the O / DHV mode (hereinafter referred to as the O / DHV mode (forward)) is a state in which the clutch CL1 and the brake BR1 are released, as shown in “forward” of “O / D input split” in FIG. In addition, this is realized with the clutch CLc engaged. In the O / DHV mode (forward), the clutch CLc is engaged, and the first differential mechanism 38 and the second differential mechanism 40 constitute one differential mechanism. In addition, in the O / DHV mode (forward), the clutch CL1 and the brake BR1 are disengaged, and the second differential mechanism 40 alone is used for the entire first differential mechanism 38 and the second differential mechanism 40. An electric continuously variable transmission that operates at a power split ratio different from the power split ratio is configured. Accordingly, the first power transmission unit 20 can divide the power of the engine 12 input to the first carrier C1 into the second sun gear S2 and the second carrier C2. That is, in the first power transmission unit 20, the engine direct torque is mechanically transmitted to the second carrier C2 by taking the reaction force of the engine torque Te input to the first carrier C1 by the first rotating machine MG1. At the same time, the power generated by the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electrical path. The hybrid control unit 92 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 11 shows a case where the second rotating machine MG2 is moving forward and outputting positive torque.

  FIG. 12 is a collinear diagram in the reverse travel in the U / DHV mode of the HV travel mode, in which the rotation and torque of the engine 12 are compared with the configuration achieving the function as the electric continuously variable transmission. This is the case of engine reverse rotation input, in which is input in reverse to a negative value. The reverse running with the engine reverse input in the U / DHV mode (hereinafter referred to as U / DHV mode reverse input (reverse)) is shown in “engine reverse input” of “reverse” of “U / D input split” in FIG. As described above, the brake BR1 is engaged and the clutch CL1 and the clutch CLc are released. In the U / DHV mode reverse rotation input (reverse), the clutch CL1 is disengaged and the brake BR1 is engaged, and the first differential mechanism 38 is in the reverse rotation speed change state of the engine 12, so that the first carrier C1 The inputted power of the engine 12 is transmitted to the second ring gear R2 connected to the first sun gear S1 by negative rotation and negative torque. In addition, in the U / DHV mode reverse rotation input (reverse), the clutch CLc is disengaged, and the electric continuously variable transmission is configured by the second differential mechanism 40 alone. As a result, the first power transmission unit 20 can divide the power of the engine 12 that is reversely input to the second ring gear R2 into the second sun gear S2 and the second carrier C2. The hybrid control unit 92 operates (activates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque with respect to the engine torque Te, by the power running of the first rotating machine MG1, and the electric power supplied from the battery unit 52 performs the first operation. The MG2 torque Tm is output from the two-rotor MG2. FIG. 12 shows a case where the second rotating machine MG2 is traveling backward by outputting a negative torque in a negative rotation. Further, in the U / DHV mode reverse rotation input (reverse), the power of the engine 12 is transmitted to the second ring gear R2 by negative rotation and negative torque, so that a driving torque for reverse traveling is output together with the MG2 torque Tm. Can do. The second rotating machine MG2 may output a positive torque by negative rotation in order to generate electric power used for the power running of the first rotating machine MG1, and in this case, the engine direct torque that becomes a negative torque is better. Since the absolute value is larger than the MG2 torque Tm, the vehicle can travel backward.

  FIG. 13 is a nomographic chart in reverse travel in the U / DHV mode of the HV travel mode, in the case of engine forward rotation input. The reverse travel (hereinafter referred to as the U / DHV mode forward input (reverse)) in the U / DHV mode forward engine input is referred to as “reverse” “forward engine input” in the “U / D input split” of FIG. As shown in FIG. 4, the clutch CL1 is engaged and the brake BR1 and the clutch CLc are released. In the U / DHV mode forward input (reverse), the clutch CL1 is engaged and the brake BR1 is released, and the first differential mechanism 38 is in a directly connected state, so that the engine input to the first carrier C1 The power of 12 is directly transmitted to the second ring gear R2 connected to the first sun gear S1. In addition, in the U / DHV mode normal rotation input (reverse), the clutch CLc is released, and the electric continuously variable transmission is configured by the second differential mechanism 40 alone. Accordingly, the first power transmission unit 20 can divide the power of the engine 12 input to the second ring gear R2 into the second sun gear S2 and the second carrier C2. The hybrid control unit 92 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 13 shows a case where the second rotating machine MG2 is traveling backward by outputting a negative torque in a negative rotation. Although the engine direct torque is a positive torque, it is driven by the power generated by the first rotating machine MG1 (or by adding the power supplied from the battery unit 52 to the power generated by the first rotating machine MG1. Since the absolute value of the output torque (negative value) of the second rotating machine MG2 is greater than the engine direct torque, the vehicle can travel backward.

  FIG. 14 is a collinear diagram in the reverse travel in the O / DHV mode of the HV travel mode, and is a case of engine forward rotation input. The reverse running with the engine forward rotation input in the O / DHV mode (hereinafter referred to as the O / DHV mode forward rotation input (reverse)) is the "engine forward rotation input" of the "reverse" of the "O / D input split" in FIG. As shown in the figure, the clutch CL1 and the brake BR1 are released, and the clutch CLc is engaged. In the O / DHV mode forward input (reverse), the clutch CLc is engaged, and the first differential mechanism 38 and the second differential mechanism 40 constitute one differential mechanism. In addition, in the O / DHV mode forward rotation input (reverse), the clutch CL1 and the brake BR1 are disengaged, and the second differential mechanism 38 and the second differential mechanism 40 as a whole are used as the second differential mechanism. An electric continuously variable transmission that operates at a power split ratio different from the power split ratio of 40 alone is configured. Accordingly, the first power transmission unit 20 can divide the power of the engine 12 input to the first carrier C1 into the second sun gear S2 and the second carrier C2. The hybrid control unit 92 operates (actuates) the engine 12 and outputs the MG1 torque Tg, which is a reaction torque against the engine torque Te, by the power generation of the first rotating machine MG1, and generates the first power by the power generated by the first rotating machine MG1. The MG2 torque Tm is output from the two-rotor MG2. FIG. 14 shows a case where the second rotating machine MG2 is traveling backward by outputting a negative torque in a negative rotation. Although the engine direct torque is a positive torque, the vehicle can travel backward as in the case of U / DHV mode forward input (reverse).

  As shown in the description with reference to FIGS. 10 to 14, in the U / DHV mode and the O / DHV mode, the power of the engine 12 is different from the configuration achieving the function as an electric continuously variable transmission. Are different, and the power split ratio when the first power transmission unit 20 functions as an electric continuously variable transmission is different. That is, the ratios of the output torques and the rotational speeds of the rotating machines MG1 and MG2 with respect to the engine 12 can be changed between the O / DHV mode and the U / DHV mode. The clutch CLc is switched in its operating state in order to change the ratio of the output torques and the rotational speeds of the rotating machines MG1 and MG2 with respect to the engine 12 running the engine.

  The MG1 rotational speed Ng is set to zero, and the power of the engine 12 is all mechanical without going through an electric path (electric power transmission path that is an electric path related to power transmission / reception of the first rotating machine MG1 and the second rotating machine MG2). In the U / DHV mode, when the engine 12 is in a state of so-called mechanical point that is transmitted to the second carrier C2, the rotation of the engine 12 is decelerated and an underdrive state is output from the second carrier C2. In addition, the O / DHV mode is a case where the rotation of the engine 12 is accelerated and an overdrive state is output from the second carrier C2. The engine direct torque in the U / DHV mode is increased with respect to the engine torque Te. On the other hand, the engine direct torque in the O / DHV mode is reduced with respect to the engine torque Te.

  In the U / DHV mode (forward), the U / DHV mode forward input (reverse), and the emblem combined mode in the U / D input split, the clutch is an engagement device of any one of the clutch CL1 and the clutch CLc. The differential state of the second differential mechanism 40 is controlled by controlling the operating state of the first rotating machine MG1 with the CL1 engaged (ie, the clutch CL1 engaged and the clutch CLc released). (Ie, when an electric continuously variable transmission is configured), this is a travel mode in which a torque that is greater than the engine torque Te is mechanically transmitted to the second carrier C2. On the other hand, the emblem combined mode in the O / DHV mode (forward), the O / DHV mode forward input (reverse), and the O / D input split is in the clutch CL1 and the clutch CLc. Is a state in which the second differential is controlled by controlling the operating state of the first rotating machine MG1 in a state where the clutch CLc, which is another engagement device, is engaged (that is, the state where the clutch CL1 is released and the clutch CLc is engaged). When the differential state of the mechanism 40 is controlled, this is a travel mode in which the torque reduced from the engine torque Te is mechanically transmitted to the second carrier C2. Note that the U / DHV mode reverse rotation input (reverse) is a travel mode in which the torque increased from the engine torque Te is mechanically transmitted to the second carrier C2 when the electric continuously variable transmission is configured. .

  In the U / DHV mode (forward) and the O / DHV mode (forward), the differential state of the second differential mechanism 40 is controlled while either one of the clutch CL1 and the clutch CLc is engaged. This is a forward travel mode that allows forward travel when it is performed. The U / DHV mode forward input (reverse) and the O / DHV mode forward input (reverse) are applied to the second differential mechanism 40 in a state where one of the clutch CL1 and the clutch CLc is engaged. This is a first reverse travel mode that allows reverse travel when the differential state of the vehicle is controlled. The U / DHV mode reverse rotation input (reverse) is a second reverse travel mode that enables reverse travel when the differential state of the second differential mechanism 40 is controlled with the brake BR1 engaged. The hybrid control unit 92 establishes the forward traveling mode when the engine is traveling (HV traveling) and the D position is selected by the operation of the shift lever 56 by the driver. When the engine is running (HV running) and the R position is selected by the driver operating the shift lever 56, the hybrid control unit 92 selects one of the first reverse running mode and the second reverse running mode. The reverse travel mode is established. Thus, in the vehicle 10, the forward travel mode, the first reverse travel mode, and the second reverse travel mode are selectively established.

  FIG. 15 is a collinear diagram at the time of the fixed stage mode of the HV traveling mode, and is a case of direct connection in which the rotating elements of the first differential mechanism 38 and the second differential mechanism 40 are integrally rotated. The direct connection in the fixed stage mode (hereinafter referred to as the direct connection fixed stage mode) is a state in which the clutch CL1 and the clutch CLc are engaged and the brake BR1 as shown in “direct connection” of “advance” of “fixed stage” in FIG. It is realized in the state that is released. In the direct connection fixed stage mode, the clutch CL1 is engaged and the brake BR1 is released, and the first differential mechanism 38 is in the direct connection state. In addition, in the direct connection fixed stage mode, the clutch CLc is engaged, and the rotating elements of the first differential mechanism 38 and the second differential mechanism 40 are integrally rotated. As a result, the first power transmission unit 20 can directly output the power of the engine 12 from the second carrier C2. The hybrid control unit 92 causes the engine torque Te for traveling to be output from the engine 12. In the direct connection fixed stage mode, the first rotating machine MG1 can be driven by the electric power from the battery unit 52, and the power of the first rotating machine MG1 can be directly output from the second carrier C2. In the direct connection fixed stage mode, the second rotating machine MG2 can be driven by the electric power from the battery unit 52, and the power of the second rotating machine MG2 can be transmitted to the drive wheels 16. Therefore, in addition to outputting the engine torque Te, the hybrid control unit 92 may output traveling torque from at least one of the first rotating machine MG1 and the second rotating machine MG2. That is, in the direct connection fixed stage mode, the vehicle 10 may be driven only by the engine 12, or torque assist may be performed by the first rotating machine MG1 and / or the second rotating machine MG2. In the direct fixed stage mode, the engine torque Te can be directly output from the second carrier C2 by engaging both the clutch CL1 and the clutch CLc (in other words, the first differential mechanism 38). And each rotation element of the second differential mechanism 40 is rotated integrally).

  FIG. 16 is a collinear diagram at the time of the fixed stage mode of the HV traveling mode, in which the second carrier C2 is fixed so as not to rotate and the output shaft is fixed. In the fixed stage mode, the output shaft is fixed (hereinafter referred to as the output shaft fixed stage mode), as shown in “Output shaft fixed” in “Forward” of “Fixed stage” in FIG. 3, the brake BR1 and the clutch CLc are engaged. This is realized in a state where the clutch CL1 is released. In the output shaft fixed stage mode, the clutch CLc is engaged, and the first differential mechanism 38 and the second differential mechanism 40 constitute one differential mechanism. In addition, in the output shaft fixed stage mode, the brake BR1 is engaged and the clutch CL1 is released, and the second carrier C2 is fixed so as not to rotate. Accordingly, in the first power transmission unit 20, the reaction force of the power of the engine 12 input to the first carrier C1 can be taken by the first rotating machine MG1. Therefore, in the output shaft fixed stage mode, the battery unit 52 can be charged with the electric power generated by the first rotating machine MG1 by the power of the engine 12. The hybrid control unit 92 operates (activates) the engine 12, takes a reaction force against the power of the engine 12 by the power generation of the first rotating machine MG <b> 1, and uses the power control unit 50 to generate the generated power of the first rotating machine MG <b> 1. The battery unit 52 is charged. This output shaft fixed stage mode is a mode in which the battery unit 52 is exclusively charged when the vehicle 10 is stopped because the second carrier C2 is fixed so as not to rotate. As shown in the description using FIGS. 15 and 16, the clutch CLc is engaged in the HV traveling mode in the direct connection fixed stage mode or the output shaft fixed stage mode.

  In a region where the reduction ratio I (= Ne / No) of the first power transmission unit 20 is relatively large, the output ratio (Pg / Pe) of the MG1 power Pg to the engine power Pe and the output ratio of the MG2 power Pm to the engine power Pe Each absolute value of (Pm / Pe) is made smaller in the U / DHV mode than in the O / DHV mode. Therefore, in the region where the reduction ratio I is relatively large, the increase in the MG1 power Pg and the increase in the MG2 power Pm can be suppressed by establishing the U / DHV mode. On the other hand, in a relatively small region where the reduction ratio I is smaller than “1”, the output ratio (Pm / Pe) becomes a negative value (that is, the output ratio (Pg / Pe) becomes a positive value), and the output ratio ( The absolute values of (Pg / Pe) and the output ratio (Pm / Pe) are made larger in the U / DHV mode than in the O / DHV mode. In a state where the output ratio (Pm / Pe) is a negative value (that is, a state where the output ratio (Pg / Pe) is a positive value), the second rotating machine MG2 generates power, and the generated power is generated in the first rotating machine MG1. It is a power circulation state to be supplied. It is desirable to avoid or suppress this power circulation state as much as possible. Therefore, in a region where the reduction ratio I is relatively small, the power circulation power can be reduced by establishing the O / DHV mode. By switching between the U / DHV mode and the O / DHV mode according to the reduction ratio I, the engine power can be transmitted by the rotating machines MG1 and MG2 with lower output (low power).

  That is, the U / DHV mode is established when the engine 12 using a relatively large reduction ratio I is high, and the O / DHV mode is established when the engine 12 using a relatively small reduction ratio I is low or when the vehicle speed is high. In addition, by selectively using the U / DHV mode and the O / DHV mode, an increase in each torque and each rotation speed of the rotating machines MG1 and MG2 is prevented or suppressed, and the power circulation power is reduced at a high vehicle speed. This reduces energy conversion loss in the electric path and leads to improved fuel efficiency. Or it leads to size reduction of rotary machine MG1, MG2.

  FIGS. 17 and 18 are diagrams each showing an example of a travel mode switching map used for switching control between engine travel and motor travel. Each of these travel mode switching maps has a boundary line between the engine travel region and the motor travel region, with the vehicle speed V and the travel load of the vehicle 10 (hereinafter referred to as vehicle load) (for example, required drive torque) as variables. Or a relationship that is determined and stored (ie, predetermined).

  FIG. 17 shows a state transition of the power transmission device 14 in CS (Charge Sustain) traveling that travels while maintaining the battery capacity SOC (that is, switching of the traveling mode of the vehicle 10). FIG. 17 is used when the vehicle 10 is, for example, a hybrid vehicle in which the battery capacity SOC is originally set to be relatively small. Alternatively, FIG. 17 is used when the vehicle 10 is in a mode in which the battery capacity SOC is maintained in, for example, a plug-in hybrid vehicle or a range extended vehicle in which the battery capacity SOC is originally set relatively large. On the other hand, FIG. 18 shows a state transition of the power transmission device 14 (that is, switching of the travel mode of the vehicle 10) in CD (Charge Depleting) travel that travels while consuming the battery capacity SOC. FIG. 18 is used when a mode in which the vehicle 10 consumes the battery capacity SOC is established, for example, in a plug-in hybrid vehicle or a range extended vehicle in which the battery capacity SOC is originally set relatively large. When the vehicle 10 is, for example, a hybrid vehicle in which the battery capacity SOC is originally set to be relatively small, it is preferable not to use FIG.

  In FIG. 17, regions of each travel mode corresponding to the travel state such as the vehicle speed V and the vehicle load so that the U / DHV mode is established at high load and the O / DHV mode is easily established at low load or high vehicle speed. Is set. Further, when the battery unit 52 can carry out power (or when the engine 12 is warmed up or when each device is warmed up by the operation of the engine 12), in the region where the operating efficiency of the engine 12 deteriorates, In the motor running, the second rotating machine MG2 is powered. Therefore, an area for the single drive EV mode is set in an area where the vehicle speed is low and the load is low as indicated by the broken line. Further, when the vehicle load is negative, the vehicle is decelerated while applying the engine brake using the negative torque of the engine 12 in the U / DHV mode or the O / DHV mode. When the battery unit 52 can accept the electric power, the regenerative control by the second rotating machine MG2 is performed during motor travel. For this reason, a region for the single drive EV mode is set in a region where the vehicle load is negative as shown by the one-dot chain line. In the travel mode switching map for CS travel set in this way, for example, when starting, the U / DHV mode is established for both forward and backward travel. Thereby, since the engine power Pe can be used more effectively, the start acceleration performance is improved. As the vehicle speed V increases as the vehicle travels forward, the reduction ratio I of the first power transmission unit 20 approaches “1”. In this state, you may make it transfer to direct connection fixed stage mode. In low vehicle speed traveling, the engine rotational speed Ne is extremely low, so that the U / DHV mode is directly shifted to the O / DHV mode. In the direct connection fixed stage mode, there is no power transmission via the rotating machines MG1 and MG2, so that there is no heat loss due to conversion between mechanical energy and electric energy. Therefore, it is advantageous for improving fuel efficiency and avoiding heat generation. For this reason, it is possible to positively shift to the direct connection fixed stage mode at high loads such as towing and at high vehicle speeds. In addition, when the motor selection is performed by operating the switch for selecting the motor travel and the motor travel is selected, the single drive EV mode is established in the region shown by the broken line.

  In FIG. 18, each driving mode according to the driving state such as the vehicle speed V and the vehicle load is set such that the single drive EV mode is established in the region where the vehicle load is low and the double drive EV mode is established in the region where the vehicle load is high. Is set. In the double drive EV mode, based on the operating efficiency of the first rotating machine MG1 and the second rotating machine MG2 (for example, for the purpose of improving power consumption, reducing the temperature of the rotating machines MG1, MG2, reducing the temperature of the power control unit 50, etc.) A power sharing ratio between the first rotating machine MG1 and the second rotating machine MG2 is determined. Further, depending on the maximum output of the battery unit 52 and the maximum output of the rotating machines MG1 and MG2, or the increase in the rotational speed of any of the rotating elements of the power transmission device 14 due to the increase in the vehicle speed V during motor traveling causes the engine 12 to When mitigation is achieved by driving, as shown in FIG. 18, the HV traveling mode region is set in the high load region or the high vehicle speed region, and the engine 12 is used as a power source for traveling. You may move to. Further, in the region where the vehicle load is negative, the region of the single drive EV mode is set so that the regeneration control by the second rotating machine MG2 is performed during motor travel. In the travel mode switching map for CD travel set in this way, for example, when the vehicle speed V increases, the rotational speed of each element such as the rotating machines MG1, MG2, and the differential mechanisms 38, 40 increases. The HV traveling mode as set in the traveling mode switching map is controlled so that the rotational speed of each element is within the limit. In the single drive EV mode, the first rotary machine MG1 and the engine 12 are disconnected (that is, the transmission of power between the first rotary machine MG1 and the engine 12 is cut off). The region on the vehicle speed side may be expanded to the higher vehicle speed side than the double drive EV mode. The regenerative control in the region where the vehicle load is negative may be the double drive EV mode instead of the single drive EV mode. Further, an upper limit may be set for the drive torque and the vehicle speed V so that the engine 12 is not started and fuel is not consumed.

  The hybrid control unit 92 applies the vehicle speed V and the vehicle load (for example, the required drive torque) to the travel mode switching map as shown in FIG. 17 or 18 to determine which travel mode is the travel mode to be established. to decide. When the determined travel mode is the current travel mode, the hybrid control unit 92 establishes the current travel mode as it is, while when the determined travel mode is different from the current travel mode, Instead of the travel mode, the determined travel mode is established.

  When the single drive EV mode is established, the hybrid control unit 92 enables motor traveling using only the second rotating machine MG2 as a power source for traveling. When the dual drive EV mode is established, the hybrid control unit 92 enables motor traveling using both the first rotating machine MG1 and the second rotating machine MG2 as a driving power source.

  When the hybrid control unit 92 establishes the U / DHV mode or the O / DHV mode, the hybrid controller 92 receives the reaction force against the power of the engine 12 by the power generation of the first rotating machine MG1, thereby causing the engine direct torque to the second carrier C2. And the second rotating machine MG2 is driven by the generated electric power of the first rotating machine MG1 to transmit the torque to the drive wheels 16 to enable engine running. In the U / DHV mode or the O / DHV mode, the hybrid control unit 92 considers an optimal fuel consumption line of the known engine 12 (that is, an engine operating point represented by an engine speed Ne and an engine torque Te). The engine 12 is operated at. In the U / DHV mode or the O / DHV mode, it is also possible to drive the second rotating machine MG2 by adding the power from the battery unit 52 to the generated power of the first rotating machine MG1.

  When the direct connection fixed stage mode is established, the hybrid control unit 92 allows the engine to travel by outputting the power of the engine 12 directly from the second carrier C2. In the direct connection fixed stage mode, the hybrid control unit 92 drives the first rotating machine MG1 with electric power from the battery unit 52 in addition to the power of the engine 12, and directly supplies the power of the first rotating machine MG1. It is also possible to travel by outputting from the two carriers C2 or by driving the second rotating machine MG2 with electric power from the battery unit 52 and transmitting the power of the second rotating machine MG2 to the drive wheels 16.

  The hybrid control unit 92 establishes the output shaft fixed stage mode when the battery capacity SOC is equal to or less than a predetermined capacity that is determined to require charging of the battery unit 52 when the vehicle is stopped. When the output shaft fixed stage mode is established, the hybrid control unit 92 takes charge of the reaction force against the power of the engine 12 by the power generation of the first rotating machine MG1 and uses the generated power of the first rotating machine MG1 as the power control unit 50. The battery unit 52 is charged via

  In both the U / DHV mode and the O / DHV mode, the first power transmission unit 20 is caused to function as an electric continuously variable transmission. Further, the state where the reduction ratio I of the first power transmission unit 20 is “1” is a state equivalent to the state of the direct connection fixed stage mode in which both the clutch CL1 and the clutch CLc are engaged (see FIG. 15). Therefore, the hybrid control unit 92 switches between the U / DHV mode in which the clutch CL1 is engaged and the O / DHV mode in which the clutch CLc is engaged when the reduction ratio I is in the synchronized state of “1”. The operation is performed by switching the operation states of the clutch CL1 and the clutch CLc (through a state equivalent to the direct connection fixed stage mode). Alternatively, the hybrid control unit 92 performs switching between the U / DHV mode in which the clutch CL1 is engaged and the O / DHV mode in which the clutch CLc is engaged between the clutch CL1 and the clutch CLc. It may be executed by clutch-to-clutch shift control.

  In the single drive EV mode, the engine 12 is rotated by engaging the clutch CL1 or the clutch CLc. Therefore, when starting the engine 12 during motor traveling in the single drive EV mode, the hybrid control unit 92 engages the clutch CL1 or the clutch CLc, raises the engine rotational speed Ne, and ignites. At this time, the hybrid control unit 92 may increase the engine rotational speed Ne in the first rotating machine MG1 as necessary.

  Alternatively, when the hybrid control unit 92 starts the engine 12 while the motor is running in the single drive EV mode, the hybrid control unit 92 engages the clutch CL1 or the clutch CLc with the engine speed Ne being zero [rpm]. After synchronously controlling the rotational speeds of the elements of the differential mechanisms 38 and 40 with the first rotating machine MG1 so as to be in the same state, the clutch CL1 is engaged in the same state as the clutch CL1 is engaged, or In the same state as the state in which the clutch CLc is engaged, the clutch CLc is engaged, and the first rotating machine MG1 raises the engine rotational speed Ne to ignite. That is, when the hybrid control unit 92 starts the engine 12 while the motor is running in the single drive EV mode, the engagement device (clutch CL1 or clutch CLc) for establishing the standby mode is still released. However, after the synchronous control is performed by the first rotating machine MG1 so that the rotational speed of each element of the differential mechanisms 38 and 40 is equivalent to the standby mode, the engagement device for establishing the standby mode is engaged. Then, the standby mode is once established, and from the standby mode state, the first rotating machine MG1 raises the engine rotational speed Ne and ignites. As described above, when the engine 12 is started during motor travel in the single drive EV mode, the engine travel may be performed via the standby mode. In this case, a standby mode (U / D input split or O / D input split) to be passed may be established in accordance with a travel mode (U / DHV mode or O / DHV mode) during engine travel.

  When the engine 12 is started, the second carrier C2 connected to the drive wheel 16 has a negative force of the engine 12 due to the increase of the rotation of the engine 12 during operation stop as a reaction force for increasing the engine rotation speed Ne. Since torque (also referred to as engine pull-in torque) is transmitted, a drop in drive torque occurs. When starting the engine 12 while the motor is running in the single drive EV mode, the hybrid control unit 92 compensates for a drop in drive torque (together with reaction force cancellation torque) in order to suppress a shock at the time of engine start. 2) is additionally output by the second rotating machine MG2.

  In the dual drive EV mode in which the clutch CL1 and the brake BR1 are engaged, the engine 12 is brought into a rotating state by releasing the brake BR1. Therefore, when starting the engine 12 while the motor is running in the dual drive EV mode, the hybrid control unit 92 engages the clutch CLc after releasing the brake BR1, raises the engine rotational speed Ne, and ignites. At this time, the hybrid control unit 92 may increase the engine rotational speed Ne in the first rotating machine MG1 as necessary. Alternatively, when starting the engine 12 while the motor is running in the dual drive EV mode, the hybrid control unit 92 releases the brake BR1, raises the engine rotational speed Ne by the first rotating machine MG1, and ignites. Alternatively, in the double drive EV mode, the clutch CL1 and the brake BR1 are released to achieve the same state as the single drive EV mode, so the clutch CL1 and the brake BR1 are released and the engine in the single drive EV mode described above is released. It is also possible to start. When starting the engine 12 while the motor is running in the dual drive EV mode, the hybrid control unit 92 additionally outputs a reaction force cancel torque by the second rotating machine MG2.

  Here, lubrication in the second pinion gear P2 that is the pinion gear included in the second differential mechanism 40 will be described.

  FIG. 19 is a partial cross-sectional view showing members around the second pinion gear P2 and the second pinion gear P2. In FIG. 19, the second carrier C2 includes a pinion shaft PS that is a support shaft that supports the second pinion gear P2 so as to be capable of rotating and revolving, and a first holding member CP1 and a second holding member CP2 that hold the pinion shaft PS. Etc. The pinion shaft PS rotatably supports the second pinion gear P2 via the roller bearings 84a and 84b. A first lubricating oil passage 86 is provided inside the second holding member CP2, and a second lubricating oil passage 87 communicating with the first lubricating oil passage 86 is provided inside the pinion shaft PS. It has been. In addition, the pinion shaft PS is provided with a third lubricating oil path 88 that allows the second lubricating oil path 87 to communicate with the outer peripheral surface. The third lubricating oil path 88 has a hole in the illustrated state, for example, from the front to the back. The lubricating oil supplied from the hydraulic control circuit 60 passes through the first lubricating oil path 86, the second lubricating oil path 87, and the third lubricating oil path 88 in order to the second pinion gear P2 and the roller bearings 84a and 84b. Discharged. That is, if the second carrier C2 rotates, the lubricating oil is supplied to the entire second differential mechanism 40. Thus, the third lubricating oil path 88 is a lubricating hole that discharges the lubricating oil supplied from the hydraulic control circuit 60 to the second pinion gear P2.

  Returning to FIG. 2, the secondary regulator valve 68 is a pressure regulating valve that regulates the lubricating pressure Plub using the line hydraulic pressure PL as a source pressure. The oil passage through which the lubricating pressure Plub flows is in communication with the first lubricating oil passage 86, and the oil adjusted to the lubricating pressure Plub is supplied as lubricating oil for the second pinion gear P2 and the roller bearings 84a and 84b. . The lubrication pressure control solenoid valve SLUB outputs a pilot pressure for controlling the lubrication pressure Plub to the secondary regulator valve 68. When the lubricating pressure Plub is changed by the lubricating pressure control solenoid valve SLUB, the flow rate (also referred to as lubricating oil amount) of the lubricating oil discharged to the second pinion gear P2 and the roller bearings 84a and 84b is changed.

  The second pinion gear P2 and the like are desirably lubricated efficiently. If lubricated efficiently, the amount of lubricating oil can be reduced (that is, the lubricating pressure Plub can be lowered), which is advantageous for fuel consumption. Efficient lubrication means that, for example, the lubricating oil discharged from the third lubricating oil passage 88 can easily reach the entire load zone that is disadvantageous with respect to wear and seizure. For example, during engine running (HV running), the second load gear R2 and the second pinion gear P2 and the load applied to the meshing portion of the second pinion gear P2 and the load applied to the meshing portion of the second sun gear S2 and the second pinion gear P2 A load (for example, a radial load) pressed against the pinion shaft PS acts on the pinion gear P2. A region where the roller bearings 84a and 84b supporting such a radial load exist is a load zone. Thus, the load zone is a region where the second pinion gear P2 is pressed in a specific direction by a load acting on the second pinion gear P2.

  20, FIG. 21, and FIG. 22 are views when the second differential mechanism 40 is viewed from the axial direction, and are schematic diagrams showing a load zone in the U / DHV mode of the HV traveling mode. 20, 21, and 22, white arrows indicate the respective rotation directions of the second pinion gear P2, the second sun gear S2, and the second ring gear R2 (the rotation direction for the second pinion gear P2). The clockwise direction is the forward rotation direction. Moreover, the area | region of the circled circle | round | yen has shown the load zone. An arrow b indicates the direction of rotation of the second carrier C2. 20, FIG. 21, and FIG. 22 are schematic diagrams for easy understanding of the positional relationship between the load zone and the third lubricating oil passage 88, and the second carrier C2 is not shown. The second pinion gear P2 rotates, but the third lubricating oil path 88 does not rotate as the second pinion gear P2 rotates.

  FIG. 20 shows a load zone in the U / DHV mode (forward) described with reference to the alignment chart of FIG. In FIG. 20, the load area in the U / DHV mode (forward) is the opening of the third lubricating oil path 88 on the side close to the load area (hereinafter, the opening of the third lubricating oil path 88 is close to the load area. The second pinion gear P2 is positioned downstream of the second pinion gear P2 in the rotation direction. In other words, the opening of the third lubricating oil path 88 is provided at a position that is upstream of the load area in the rotation direction of the second pinion gear P2. Accordingly, the lubricating oil discharged from the third lubricating oil path 88 (that is, the opening of the third lubricating oil path 88) is immediately carried to the load area by the rotation of the second pinion gear P2, and therefore the second pinion gear P2 and the like. Can be efficiently lubricated. Since the third lubricating oil passage 88 is formed at a position where the lubricating oil can easily reach the load zone, the lubricating pressure Plub can be lowered (that is, the amount of lubricating oil can be reduced). The idea that the third lubricating oil passage 88 is formed at a position where the lubricating oil can easily reach the load zone described above is the same in the O / DHV mode (forward). The forward travel is considered to have more travel opportunities in the vehicle 10 than the reverse travel. Therefore, the third lubricating oil path 88 is provided at a predetermined position that is upstream of the second pinion gear P2 in the rotation direction with respect to the load zone in the second pinion gear P2 during forward traveling in the forward traveling mode. Yes.

  FIG. 21 shows a load zone at the time of U / DHV mode normal rotation input (reverse) described with reference to the alignment chart of FIG. In FIG. 21, the load zone at the time of U / DHV mode forward input (reverse) is opposite to that at the time of U / DHV mode (forward) of the second pinion gear P <b> 2 with respect to the opening of the third lubricating oil passage 88. The position is on the upstream side in the rotation direction. That is, in the U / DHV mode normal rotation input (reverse), the opening of the third lubricating oil path 88 is provided at a position downstream of the load pin in the rotation direction of the second pinion gear P2. Accordingly, the lubricating oil discharged from the third lubricating oil passage 88 is carried away in the direction away from the load zone by the rotation of the second pinion gear P2, and therefore the second pinion gear P2 and the like are hardly lubricated. Therefore, it is necessary to increase the lubrication pressure Plub (that is, increase the amount of lubricating oil) at the time of U / DHV mode forward input (reverse) compared to at the time of U / DHV mode (forward). The same applies to the O / DHV mode normal rotation input (reverse).

  FIG. 22 shows a load zone at the time of U / DHV mode reverse rotation input (reverse) described with reference to the alignment chart of FIG. In FIG. 22, the load zone at the time of U / DHV mode reverse rotation input (reverse) is the same position as at the time of U / DHV mode normal rotation input (reverse), but at the time of U / DHV mode normal rotation input (reverse). Since the rotation direction of the second pinion gear P2 is opposite, the second pinion gear P2 is positioned downstream of the opening of the third lubricating oil path 88 in the rotation direction of the second pinion gear P2. That is, the opening of the third lubricating oil passage 88 is provided at a position on the upstream side in the rotation direction of the second pinion gear P2 with respect to the load zone, as in the U / DHV mode (forward). Accordingly, when the U / DHV mode reverse rotation input (reverse) is used, unlike the U / DHV mode normal rotation input (reverse), there is no need to increase the lubricating pressure Plub.

  FIG. 23, FIG. 24, and FIG. 25 are diagrams each showing a predetermined relationship (map, lubrication pressure map) for setting the lubrication pressure Plub in the HV traveling mode. 23, 24, and 25, the pinion rotation speed is the rotation speed of the rotation of the second pinion gear P2. As the pinion rotation speed, known rotation speeds that can be detected by the rotation sensor (for example, MG1 rotation speed Ng that is the rotation speed of the second sun gear S2 and output rotation speed No that is the rotation speed of the second carrier C2) are used. Can be calculated. The parameter torque is an estimated value of the torque applied to the second pinion gear P2 (that is, the torque applied to the load zone, which is a load when the second pinion gear P2 is pressed in a specific direction). This torque may be a torque corresponding to the torque applied to the second pinion gear P2, and an engine torque Te, an output torque To that is a torque in the output shaft 24, and the like are used. The torque values used for “torque small (two-dot chain line)”, “medium torque (one-dot chain line)”, and “torque large (solid line)” in this torque are the respective lubricating pressures in FIGS. 23, 24, and 25, respectively. In order to facilitate the comparison of the set value of Plub, the same value is used. A broken line a and a broken line b are common reference lines shown in order to compare the set values of the lubricating pressures Plub in FIGS. 23, 24, and 25. A broken line a is a reference line for the pinion rotation speed, and the absolute values in FIGS. 23, 24, and 25 are the same. A broken line b is a reference line of the lubricating pressure Plub, and the absolute values in each of FIGS. 23, 24, and 25 are the same.

  In the lubrication pressure maps in FIGS. 23, 24, and 25, the greater the torque applied to the second pinion gear P2, the higher the lubrication pressure Plub (that is, the amount of lubricant supplied from the hydraulic control circuit 60 is increased). ) In the lubrication pressure maps in FIGS. 23, 24, and 25, the higher the pinion rotation speed, the higher the lubrication pressure Plub.

  FIG. 23 shows a lubrication pressure map in the forward travel mode in the HV travel mode. As described above, in the forward traveling mode, since the third lubricating oil passage 88 is formed at a position where the lubricating oil can easily reach the load zone, a relatively low lubricating pressure Plub is set.

  FIG. 24 shows a lubricating pressure map at the time of reverse running with the engine normal rotation input in the HV running mode (when U / DHV mode normal rotation input (reverse) or O / DHV mode normal rotation input (reverse)). Show. As described above, the second pinion gear P2 and the like are difficult to be lubricated during reverse travel with the engine normal rotation input in the HV travel mode. Is increased.

  FIG. 25 shows a lubricating pressure map at the time of U / DHV mode reverse rotation input (reverse). As described above, when the U / DHV mode reverse rotation input (reverse) is performed, the second pinion gear P2 and the like are more easily lubricated than when the reverse rotation is performed with the engine normal rotation input in the HV travel mode. The high lubrication pressure Plub is not set during reverse travel as input. In the embodiment of FIG. 25, a higher lubricating pressure Plub is set than in the forward travel mode.

  Specifically, the electronic control unit 90 further includes a state determination unit, that is, a state determination unit 96, and an oil amount change unit, that is, an oil amount change, in order to realize a control function that improves the lubrication performance of the second pinion gear P2 and the like. A portion 98 is provided.

  The state determination unit 96 determines whether or not the vehicle 10 is running on the engine 12. The state determination unit 96 determines whether or not the D position is selected by operating the shift lever 56 by the driver. The state determination unit 96 determines whether or not the R position is selected by operating the shift lever 56 by the driver. The state determination unit 96 determines whether or not the U / DHV mode reverse rotation input (reverse) is selected (established).

  The oil amount changing unit 98 sets a lubrication pressure Plub using, for example, a lubrication pressure map as shown in FIGS. 23, 24, and 25, and commands to control the secondary regulator valve 68 so as to be the lubrication pressure Plub ( In a broad sense, one of the hydraulic control command signals Sp) is output to the hydraulic control circuit 60 (particularly, the lubricating pressure control solenoid valve SLUB) to control (change) the amount of lubricating oil supplied from the hydraulic control circuit 60. . The oil amount changing unit 98 increases the amount of lubricating oil supplied from the hydraulic control circuit 60 by increasing the lubricating pressure Plub as the torque applied to the second pinion gear P2 increases. Thereby, durability (for example, abrasion resistance, seizure resistance, etc.) of 2nd pinion gear P2 etc. is improved. The oil amount changing unit 98 increases the lubricating oil amount supplied from the hydraulic control circuit 60 by increasing the lubricating pressure Plub as the pinion rotation speed is higher. Thereby, the durability of the second pinion gear P2 and the like is improved.

  When it is determined by the state determination unit 96 that the vehicle 10 is running on the engine 12 and the D position is selected, the oil amount changing unit 98 is, for example, in the forward running mode as shown in FIG. The lubrication pressure Plub is set using the lubrication pressure map.

  When the oil amount changing unit 98 determines that the vehicle 10 is running on the engine 12, the R position is selected, and the U / DHV mode reverse rotation input (reverse) is selected by the state determination unit 96 For example, the lubrication pressure Plub is set using a lubrication pressure map at the time of U / DHV mode reverse rotation input (reverse) as shown in FIG.

  When the oil amount changing unit 98 determines that the vehicle 10 is running on the engine 12, the R position is selected, and the U / DHV mode reverse input (reverse) is not selected by the state determining unit 96 For example, the lubrication pressure Plub is set using a lubrication pressure map during reverse travel with engine forward rotation input in the HV travel mode as shown in FIG. Therefore, the oil amount changing unit 98 is in the second reverse travel mode (U / DHV mode reverse input) in the first reverse travel mode (U / DHV mode forward input (reverse), O / DHV mode forward input (reverse)). (Reverse)) A higher lubricating pressure Plub is set compared to the time, and the amount of lubricating oil supplied from the hydraulic control circuit 60 is increased.

  FIG. 26 shows the main part of the control operation of the electronic control unit 90, that is, even when the third lubricating oil passage 88 is provided so as to be suitable for lubrication in a specific traveling mode (forward traveling mode in this embodiment). It is a flowchart explaining the control action for improving the lubrication performance of 2 pinion gear P2, for example, is repeatedly performed.

  In FIG. 26, first, in step (hereinafter, step is omitted) S10 corresponding to the function of the state determination unit 96, it is determined whether or not the vehicle 10 is running on the engine 12. If the determination at S10 is negative, this routine is terminated. If the determination in S10 is affirmative, in S20 corresponding to the function of the state determination unit 96, it is determined whether or not the D position is selected by operating the shift lever 56 by the driver. If the determination in S20 is affirmative, in S30 corresponding to the function of the oil amount changing unit 98, for example, a lubrication pressure map in the forward travel mode as shown in FIG. 23 is used, and the lubrication pressure Plub for the D position is used. Is set. In the forward travel mode, since the third lubricating oil path 88 is formed at a position where the lubricating oil can easily reach the load zone, a relatively low lubricating pressure Plub is set. Therefore, it is advantageous for fuel consumption. If the determination in S20 is negative, it is determined in S40 corresponding to the function of the state determination unit 96 whether or not the R position is selected by operating the shift lever 56 by the driver. If the determination in S40 is affirmative, it is determined in S50 corresponding to the function of the state determination unit 96 whether or not the U / DHV mode reverse input (reverse) is selected. If the determination in S50 is affirmative, in S60 corresponding to the function of the oil amount changing unit 98, for example, a lubrication pressure map at the time of U / DHV mode reverse rotation input (reverse) as shown in FIG. The lubricating pressure Plub for the engine reverse rotation input mode is set at the position. At the time of reverse input (reverse) in the U / DHV mode, the second pinion gear P2 and the like are easily lubricated. Therefore, it is not necessary to set a higher lubrication pressure Plub during reverse travel with the engine normal rotation input in the HV travel mode. . When the determination in S50 is negative, in S70 corresponding to the function of the oil amount changing unit 98, for example, a lubrication pressure map at the time of reverse traveling with the engine normal rotation input in the HV traveling mode as shown in FIG. 24 is used. Thus, the lubricating pressure Plub for the engine forward rotation input mode is set at the R position. During reverse travel with the engine normal rotation input, the second pinion gear P2 and the like are difficult to lubricate, so a relatively high lubrication pressure Plub is set and the amount of lubrication is increased. If the determination in S40 is negative, the lubrication pressure Plub is set in S80 corresponding to the function of the oil amount changing unit 98.

  As described above, according to the present embodiment, the third lubricating oil passage 88 that is provided on the pinion shaft PS and discharges the lubricating oil to the second pinion gear P2 is loaded during forward traveling in the forward traveling mode. Since the second pinion gear P2 is positioned on the upstream side in the rotation direction of the second pinion gear P2, the lubricating oil discharged from the third lubricating oil passage 88 reaches the entire load zone during forward traveling in the forward traveling mode. Made easier. Thus, in the forward traveling mode, the amount of lubricating oil supplied from the hydraulic control circuit 60 can be reduced, which is advantageous for fuel efficiency. Further, the first reverse traveling mode (U / DHV mode forward input (reverse), O / DHV mode forward rotation) in which the third lubricating oil passage 88 is positioned downstream of the second pinion gear P2 in the rotation direction with respect to the load zone. At the time of input (reverse), as in the forward travel mode, the second reverse travel mode (U / DHV mode reverse rotation) in which the third lubricating oil path 88 is positioned upstream of the second pinion gear P2 in the rotation direction with respect to the load zone. Since the amount of lubricating oil supplied from the hydraulic control circuit 60 is increased as compared with the time of input (reverse), the oil is discharged from the third lubricating oil path 88 even in the first reverse traveling mode, which is disadvantageous for lubrication. The lubricated oil is made easy to reach the entire load zone. Therefore, even if the third lubricating oil passage 88 is provided so as to be suitable for lubrication in the forward travel mode, the lubricating performance of the second pinion gear P2 can be improved.

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

  For example, in the above-described embodiment, the clutch CL1 that selectively connects the first rotating element RE1 and the second rotating element RE2 is illustrated as the first engagement device, but the present invention is not limited to this aspect. For example, the first engagement device may be a clutch that selectively connects the second rotation element RE2 and the third rotation element RE3, or selectively connects the first rotation element RE1 and the third rotation element RE3. A clutch may be used. In short, the first engagement device may be a clutch that connects any two rotation elements of the first rotation element RE1, the second rotation element RE2, and the third rotation element RE3.

  In the above-described embodiment, the collinear chart (FIGS. 4 to 16) can relatively represent the rotational speeds of the rotary elements RE1-RE6 in each of the first differential mechanism 38 and the second differential mechanism 40. The vertical line Y1 indicates the rotational speed of the fourth rotational element RE4 connected to the first rotating machine MG1, the vertical line Y2 indicates the rotational speed of the first rotational element RE1 connected to the engine 12, and the vertical line Y3. Indicates the rotation speed of the second rotation element RE2 selectively connected to the case 18 via the brake BR1 and the rotation speed of the fifth rotation element RE5 connected to the output shaft 24, and the vertical line Y4 is connected to each other. Although the rotation speeds of the third rotation element RE3 and the sixth rotation element RE6 are shown, the present invention is not limited to this mode.

  For example, the U / DHV mode is established with the clutch CL1 engaged, and the O / DHV mode is established with the clutch CLc engaged, and the clutch CLc is engaged. The first differential mechanism and the second differential mechanism may be configured such that the U / DHV mode is established and the O / DHV mode is established with the clutch CL1 engaged.

  In this case, in the collinear chart that can relatively represent the rotational speeds of the rotating elements RE1-RE6 in each of the first differential mechanism and the second differential mechanism, the vertical line Y1 indicates the first rotating machine MG1. Is connected to the fourth rotating element RE4, the vertical line Y2 is connected to the third rotating element RE3 and the sixth rotating element RE6, and the vertical line Y3 is connected to the case via the brake BR1. 18 represents the rotation speed of the second rotation element RE2 that is selectively coupled to 18 and the rotation speed of the fifth rotation element RE5 that is coupled to the output shaft 24. The vertical line Y4 represents the first rotation element RE1 to which the engine 12 is coupled. The rotation speed of each is shown. Even in this configuration, the clutch CLc is a third engagement device that selectively couples the second rotation element RE2 and the fifth rotation element RE5.

  In the above-described embodiment, the first differential mechanism 38 is a double pinion type planetary gear mechanism, and the second differential mechanism 40 is a single pinion type planetary gear mechanism. However, the present invention is not limited thereto. For example, the first differential mechanism may be configured by a single pinion type planetary gear mechanism. Alternatively, the second differential mechanism may be configured by a double pinion type planetary gear mechanism. Accordingly, the correspondence between the first sun gear S1, the first carrier C1, and the first ring gear R1 in the first differential mechanism, and the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3, and The correspondence relationship between the second sun gear S2, the second carrier C2, and the second ring gear R2, and the fourth rotating element RE4, the fifth rotating element RE5, and the sixth rotating element RE6 in the second differential mechanism is as described above. It goes without saying that the correspondence relationship is not limited to the first differential mechanism 38 and the second differential mechanism 40 in the example.

  In the above-described embodiment, the clutch CL1, the brake BR1, and the clutch CLc are wet type hydraulic friction engagement devices, but may be engagement devices whose operation states are switched by electric power.

  In the above-described embodiment, the vehicle 10 is a gear train having a connection relationship in which the second power transmission unit 22 is disposed coaxially with the input shaft 36. For example, the second power transmission unit 22 is connected to the input shaft. It may be a gear train or the like that is connected on a different axis from the 36 axis. Further, although the invention has been described using the power transmission device 14 that is preferably used for the FR type vehicle 10, the present invention is also appropriately applied to a power transmission device used for other types of vehicles such as the FF type and the RR type. Can be applied.

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

10: Vehicle 12: Engine (engine)
16: Drive wheel 18: Case (non-rotating member)
24: Output shaft (output rotating member)
38: 1st differential mechanism C1: 1st carrier (1st rotation element)
R1: first ring gear (second rotating element)
S1: First sun gear (third rotating element)
40: Second differential mechanism S2: Second sun gear (fourth rotating element)
C2: Second carrier (fifth rotating element)
R2: Second ring gear (sixth rotating element)
P2: Second pinion gear (pinion gear)
PS: Pinion shaft (support shaft)
60: Hydraulic control circuit 88: Third lubricating oil passage (lubricating hole)
90: Electronic control device (control device)
98: Oil amount changing portion CL1: Clutch (first engagement device)
BR1: Brake (second engagement device)
CLc: Clutch (third engagement device)
MG1: First rotating machine MG2: Second rotating machine

Claims (1)

A first differential mechanism having a first rotating element, a second rotating element, and a third rotating element, the engine being connected to transmit power, a fourth rotating element, a fifth rotating element, and a sixth rotating element; And a second differential mechanism in which the differential state is controlled by controlling the operating state of the first rotating machine, and a second differential mechanism that is coupled to an output rotating member that is coupled to the drive wheels so as to transmit power. A control device for a vehicle including a rotating machine,
The first rotating element is connected to the engine so that power can be transmitted,
The third rotating element is connected to the sixth rotating element;
The fourth rotating element is connected to the first rotating machine so that power can be transmitted,
The fifth rotating element is coupled to the output rotating member;
The vehicle includes a first engagement device that connects any two of the first rotating element, the second rotating element, and the third rotating element, and the second rotating element as a non-rotating member. A second engagement device coupled to the second rotation device, and a third engagement device coupled to the second rotation element and the fifth rotation element,
The vehicle moves forward when the differential state of the second differential mechanism is controlled in a state where any one of the first engagement device and the third engagement device is engaged. A forward traveling mode enabling traveling and a differential state of the second differential mechanism in a state where any one of the first engaging device and the third engaging device is engaged. Reverse travel is possible when the differential state of the second differential mechanism is controlled with the second engagement device engaged and the first reverse travel mode enabling reverse travel when controlled The second reverse travel mode to be selectively established,
The support shaft that supports the pinion gear included in the second differential mechanism so as to be capable of rotating and revolving is provided with a lubricating hole for discharging the lubricating oil supplied from a hydraulic control circuit provided in the vehicle to the pinion gear. And
The lubrication hole is predetermined on the upstream side in the rotation direction of the pinion gear with respect to a load zone where the pinion gear is pressed in a specific direction by a load acting on the pinion gear during forward traveling in the forward traveling mode. Is provided at the position,
A vehicle control apparatus comprising: an oil amount changing unit that increases a flow rate of the lubricating oil supplied from the hydraulic control circuit in the first reverse travel mode as compared with that in the second reverse travel mode.

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