JP4853410B2 - Control device for power transmission device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller capable of smoothly starting an engine when a travel state by an electric motor is switched to a travel state by the engine for a power transmission device for hybrid vehicle having the engine and electric motor as a power source for traveling. <P>SOLUTION: When an engine rotation speed N<SB>E</SB>is increased under gear change of an automatic change gear part 20 so as to start the engine 8, first electric motor torque T<SB>M1</SB>and second electric motor torque T<SB>M2</SB>are made larger than under un-changing gears of the automatic change gear part 20, so even if a second electric motor rotation speed N<SB>M2</SB>which is an input rotation speed of the automatic change gear part 20 varies owing to gear change operation of the automatic change gear part 20, the engine 8 can be accurately started by speedily increasing the engine rotation speed N<SB>E</SB>and an influence of rotation resistance of the engine 8 during the increase on the gear change operation of the automatic change gear part 20 is reducible. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a control device for a hybrid vehicle power transmission device, and relates to a hybrid vehicle power transmission device including an engine that is an internal combustion engine and a motor as a power source for traveling of the vehicle. The present invention relates to a technique for starting an engine when the engine is switched to a running state.

Conventionally, the difference includes a first rotating element connected to the engine, a second rotating element connected to the first electric motor, and a third rotating element connected to the power transmission path to the drive wheel and the second electric motor. 2. Description of the Related Art A control device for a hybrid vehicle power transmission device is known that includes a dynamic mechanism and an automatic transmission unit that functions as an automatic transmission that forms part of a power transmission path from the differential mechanism to the drive wheel. . For example, the control apparatus of the power transmission apparatus for hybrid vehicles of patent document 1 is it. In this hybrid vehicle power transmission control device, when the engine is started and the power transmission path in the automatic transmission is cut off and the vehicle is stopped, the first motor and the second motor are the same. The engine was rotated in the rotational direction to increase the rotational speed of the engine, and the engine was started.
JP 2005-264762 A

  When the motor is running with the output from the second motor while the engine is stopped, the engine is requested to start as soon as possible, for example, when the accelerator is greatly depressed during the shift of the automatic transmission. In some cases, the rotational speed is increased for starting the engine and the shifting operation of the automatic transmission unit is performed in parallel. In this case, if the torque control of the first motor and the second motor is performed in the same manner as when the automatic transmission unit is not shifting, the shift of the automatic transmission unit is not changed while the automatic transmission unit is not shifting. Since it is necessary to increase or decrease the input rotational speed of the automatic transmission unit in order to establish the operation, the rotational speed of the engine may not be increased promptly. However, the control device for the hybrid vehicle power transmission device disclosed in Patent Document 1 particularly takes into account that the rotational speed is increased for starting the engine and the shift operation of the automatic transmission unit is performed in parallel. It was not what has been done.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a hybrid vehicle power transmission device including an engine and an electric motor as a power source for running the vehicle. An object of the present invention is to provide a control device capable of quickly starting the engine when the traveling state is switched from the traveling state to the traveling state by the engine.

In order to achieve such an object, the invention according to claim 1 is: (a) a differential mechanism connected between the internal combustion engine and the drive wheel, and a first electric motor connected to the differential mechanism so as to transmit power. And an electric differential part in which the differential state of the differential mechanism is controlled by controlling the operating state of the first motor, and a transmission part that constitutes a part of the power transmission path. And (b) when the rotational speed of the internal combustion engine is increased in order to start the internal combustion engine, the internal combustion engine according to the shift state of the transmission unit. (C) When the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, Absolute change width per unit time of input rotation speed In it, based on the input rotation speed variation gradient, and controlling the driving force of the first electric motor.

According to a second aspect of the present invention, in the case where the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, when the driving force of the first electric motor is limited, The speed change control of the speed change unit is changed when the driving force is not limited.

According to a third aspect of the present invention, in the case where the rotational speed of the internal combustion engine is increased during a shift of the transmission unit to start the internal combustion engine, the rotational speed of the internal combustion engine is a vibration generated from the rotation of the internal combustion engine. The driving force of the first electric motor is changed with respect to the case where the speed change unit is not shifting while the value is within the range of the resonance frequency band that is the rotational speed range of the internal combustion engine amplified by resonance. It is characterized by.

According to a fourth aspect of the invention, (a) the hybrid vehicle power transmission device includes a second electric motor connected to the power transmission path, and (b) the internal combustion engine is started to start the internal combustion engine. When the rotational speed is increased, the driving force of the second motor, which is a reaction force against the driving force of the first motor, is controlled according to the shift state of the transmission unit.

According to a fifth aspect of the present invention, when the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, the change width per unit time of the input rotational speed of the transmission unit is changed. The driving force of the second electric motor is controlled based on an input rotational speed change gradient that is an absolute value.

According to a sixth aspect of the present invention, when the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, the transmission unit is compared with a case where the transmission unit is not shifting. The driving force of the second electric motor is increased.

According to a seventh aspect of the present invention, in the case where the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, when the driving force of the second electric motor is limited, The speed change control of the speed change unit is changed when the driving force is not limited.

According to an eighth aspect of the present invention, in the case where the rotational speed of the internal combustion engine is increased during a shift of the transmission unit to start the internal combustion engine, the rotational speed of the internal combustion engine is a vibration caused by the rotation of the internal combustion engine. The driving force of the second electric motor is changed with respect to the case where the speed change unit is not shifting while the value is within the range of the resonance frequency band that is the rotational speed range of the internal combustion engine amplified by resonance. It is characterized by.

According to the first aspect of the present invention, when the rotational speed of the internal combustion engine is increased in order to start the internal combustion engine, the first engine for driving the internal combustion engine according to the shift state of the transmission unit. Since the driving force of one electric motor is controlled, the influence of the speed change operation of the speed change portion on the increase in the rotational speed of the internal combustion engine is reduced. For example, when the internal combustion engine is started, the speed change Even when the part is shifting, the rotational speed of the internal combustion engine is quickly increased, and the internal combustion engine can be started accurately.
Further, when the rotational speed of the internal combustion engine is increased during the shift of the transmission unit to start the internal combustion engine, the input that is an absolute value of the change width per unit time of the input rotational speed of the transmission unit Since the driving force of the first electric motor is controlled on the basis of the rotational speed change gradient, the change in the input rotational speed of the transmission unit increases, and accordingly, it is necessary to increase the rotational speed of the internal combustion engine. Even if the driving force of the first electric motor increases, the rotational speed of the internal combustion engine is quickly increased, and the internal combustion engine can be started accurately.

  Preferably, when the rotational speed of the internal combustion engine is increased in order to start the internal combustion engine, the first electric motor for driving the internal combustion engine based on a change width of a speed ratio of the transmission unit. The driving force is controlled.

Further, preferably, as the input rotation speed variation gradient is large, it is controlled such that the driving force of the first electric motor is increased.

According to the second aspect of the present invention, when the rotational speed of the internal combustion engine is increased during the shift of the transmission unit to start the internal combustion engine, the driving force of the first electric motor is limited. Since the shift control of the transmission unit is changed with respect to the case where the driving force is not limited, the rotation of the internal combustion engine due to the change in the input rotational speed of the transmission unit is compared with the case where the shift control is not changed. The effect on the speed increase can be reduced.

  Preferably, the speed change unit is configured such that the greater the limit of the driving force of the first motor, that is, the lower the driving force that can be output from the first motor, the smaller the input rotational speed change gradient of the speed changing unit. The shift control is changed.

  Preferably, the shift control of the transmission unit is performed such that the greater the limit of the driving force of the first motor, that is, the lower the driving force that can be output by the first motor, the longer the shift time of the transmission unit. Is changed.

  Preferably, the case where the driving force of the first electric motor is limited is a case where a predetermined driving force of the first electric motor cannot be obtained.

According to the third aspect of the present invention, when the rotational speed of the internal combustion engine is increased during the shift of the transmission unit to start the internal combustion engine, the rotational speed of the internal combustion engine is reduced from the rotation of the internal combustion engine. While the generated vibration is within the resonance frequency band that is the rotational speed range of the internal combustion engine amplified by resonance, the driving force of the first electric motor is changed with respect to the case where the transmission is not shifting. As a result, the rotational speed of the internal combustion engine can quickly pass through the resonance frequency band, and the possibility of impairing comfort due to vibrations that may occur when the internal combustion engine is started can be reduced.

  Preferably, while the rotational speed of the internal combustion engine is within the range of the resonance frequency band, the driving force of the first electric motor is changed so as to be larger than when the transmission unit is not shifting. Is done.

According to the fourth aspect of the present invention, when the rotational speed of the internal combustion engine is increased in order to start the internal combustion engine, the reaction force against the driving force of the first electric motor according to the shift state of the transmission unit. Since the driving force of the second electric motor is controlled, it is possible to reduce the influence of the rotational resistance of the internal combustion engine on the speed change operation of the speed change portion. For example, when the internal combustion engine is started Even when the transmission section is shifting, it is possible to quickly increase the rotational speed of the internal combustion engine and to start the internal combustion engine accurately.

  Preferably, when the rotational speed of the internal combustion engine is increased in order to start the internal combustion engine, the reaction force against the driving force of the first electric motor is based on the change width of the transmission gear ratio of the transmission unit. The driving force of the second electric motor is controlled.

According to the fifth aspect of the present invention, when the rotational speed of the internal combustion engine is increased during the shift of the transmission unit in order to start the internal combustion engine, based on the input rotational speed change gradient of the transmission unit. Since the driving force of the second motor is controlled, the change in the input rotational speed of the transmission unit increases, and accordingly, it is necessary to counter the rotational resistance of the internal combustion engine and the driving force of the first motor. Even if the driving force of the second electric motor is increased, it is possible to reduce the influence of the rotational resistance of the internal combustion engine on the speed change operation of the transmission unit, and to quickly increase the rotational speed of the internal combustion engine, It is possible to accurately start the internal combustion engine.

  Preferably, control is performed such that the driving force of the second electric motor increases as the input rotational speed change gradient increases.

According to the sixth aspect of the present invention, when the rotational speed of the internal combustion engine is increased during the shift of the transmission unit to start the internal combustion engine, the transmission unit is compared with a case where the transmission unit is not shifting. Since the driving force of the second electric motor is increased, the rotational resistance of the internal combustion engine is applied to the transmission unit even when it is necessary to change the input rotational speed of the transmission unit in order to establish the transmission operation of the transmission unit. It is possible to reduce the influence on the speed change operation, and it is possible to quickly increase the rotational speed of the internal combustion engine and to start the internal combustion engine accurately.

According to the seventh aspect of the present invention, when the rotational speed of the internal combustion engine is increased during the shift of the transmission unit to start the internal combustion engine, the driving force of the second electric motor is limited. Since the shift control of the transmission unit is changed with respect to the case where the driving force is not limited, the rotation of the internal combustion engine due to the change in the input rotational speed of the transmission unit is compared with the case where the shift control is not changed. The effect on the speed increase can be reduced.

  Preferably, the speed change unit is configured such that the greater the limit on the driving force of the second motor, that is, the lower the driving force that can be output from the second motor, the smaller the input rotational speed change gradient of the speed changing unit. The shift control is changed.

  Preferably, the shift control of the transmission unit is performed such that the greater the limit of the driving force of the second motor, that is, the lower the driving force that can be output by the second motor, the longer the shift time of the transmission unit. Is changed.

  Preferably, the case where the driving force of the second electric motor is limited is a case where a predetermined driving force of the second electric motor cannot be obtained.

According to an eighth aspect of the present invention, when the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, the rotational speed of the internal combustion engine is within the range of the resonance frequency band. During this time, the driving force of the second electric motor is changed with respect to the case where the transmission unit is not shifting, so that the rotational speed of the internal combustion engine passes through the resonance frequency band quickly. It is possible to reduce the possibility of impairing comfort due to vibrations that may occur when starting the internal combustion engine.

  Preferably, while the rotational speed of the internal combustion engine is within the range of the resonance frequency band, the driving force of the second electric motor is changed so that the driving force of the second electric motor becomes larger than when the transmission is not shifting. Is done.

  Preferably, when the rotational speed of the internal combustion engine is increased to start the internal combustion engine, the first electric motor is driven to rotate in the same direction as the second electric motor, whereby the internal combustion engine is It is rotated in the same direction as the first electric motor and the second electric motor.

  Preferably, (a) the hybrid vehicle power transmission device includes a differential limiting device capable of limiting or prohibiting the differential of the differential mechanism, and (b) the internal combustion engine for starting the internal combustion engine. When increasing the rotational speed of the engine, the differential limiting device limits or prohibits the differential of the differential mechanism, and the reverse driving force transmitted from the drive wheel to the internal combustion engine side during traveling and the first The rotational speed of the internal combustion engine is increased by one or both of the driving forces of the two electric motors. In such a case, the rotational speed of the internal combustion engine can be increased without output from the first electric motor.

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

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

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

  The differential unit 11, which can be called an electric differential unit in that the differential state is controlled using the first electric motor M 1, includes the first electric motor M 1 and the engine 8 input to the input shaft 14. A power distribution mechanism 16 that mechanically distributes the output and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18, and to rotate integrally with the transmission member 18. And a second electric motor M2 that is operatively connected to each other. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor. M2 has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling. Each of the first electric motor M1 and the second electric motor M2 is provided with a rotational speed sensor such as a resolver, and the rotational speed and the rotational direction thereof can be detected.

  The power distribution mechanism 16 corresponding to the differential mechanism of the present invention is mainly composed of a single-pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, for example. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

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

  The automatic transmission unit 20 corresponding to the transmission unit of the present invention constitutes a part of a power transmission path from the differential unit 11 to the drive wheels 34, and includes a single pinion type first planetary gear unit 26, a single pinion type. This planetary gear type multi-stage transmission includes a second planetary gear unit 28 and a single pinion type third planetary gear unit 30 and functions as a stepped automatic transmission. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

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

  In this way, the automatic transmission unit 20 and the differential unit 11 (transmission member 18) are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. It is connected. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, a power transmission path from the differential unit 11 (transmission member 18) to the drive wheels 34. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the power transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is brought into a power transmission enabled state, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

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

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

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

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

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

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

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

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

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

  If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment includes the first rotating element RE1 (difference) of the differential planetary gear unit 24 in the power distribution mechanism 16 (differential unit 11). The moving part carrier CA0) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (differential part ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor. The rotation of the input shaft 14 is connected to M2 and is transmitted (inputted) to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and the difference indicated by the intersection of the straight line L0 and the vertical line Y3. rotational speed of the dynamic portion ring gear R0 is bound with the vehicle speed V in the case of substantially constant, the differential portion carrier CA0, represented by an intersecting point between the straight line L0 and the vertical line Y2 by controlling the engine rotational speed N _E When the rotation speed is increased or decreased, the rotation speed of the differential sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1, that is, the rotation speed of the first electric motor M1 is increased or decreased.

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

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

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

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

The electronic control unit 80 includes a signal indicating the engine water temperature TEMP _W , the number of operations of the shift lever 52 (see FIG. 5) at the shift position _PSH , the “M” position, etc. signal representing the signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal representative of the gear ratio sequence set value, a signal for commanding the M mode (manual shift running mode), a signal representing the operation of the air conditioner, the output A signal representing the vehicle speed V corresponding to the rotational speed of the shaft 22 (hereinafter referred to as the output shaft rotational speed) N _OUT , a signal representing the hydraulic oil temperature T _OIL of the automatic transmission unit 20, a signal representing the side brake operation, and a foot brake operation. Signal, catalyst temperature signal, accelerator pedal operation amount corresponding to the driver's required output, accelerator pedal opening Acc signal, cam angle signal, snow mode setting Signal representative of the signal representative of the longitudinal acceleration G of the vehicle, a signal indicative of the auto-cruise traveling, a signal representative of the weight of the vehicle (vehicle weight), signals representing the wheel speed of each wheel, rotational speed N _M1 of the first electric motor M1 ( Hereinafter, a signal representing the first motor rotation speed N _M1 ), a signal representing the rotation speed N _M2 of the second motor _M2 (hereinafter referred to as the second motor rotation speed N _M2 ), and charging of the power storage device 56 (see FIG. 6). A signal representing the capacity (charged state) SOC is supplied.

A control signal from the electronic control device 80 to the engine output control device 58 (see FIG. 6) for controlling the engine output, for example, the throttle valve opening θ of the electronic throttle valve 62 provided in the intake pipe 60 of the engine 8. Command the drive signal to the throttle actuator 64 for operating _TH , the fuel supply amount signal for controlling the fuel supply amount to the intake pipe 60 or the cylinder of the engine 8 by the fuel injection device 66, and the ignition timing of the engine 8 by the ignition device 68 Ignition signal for adjusting, supercharging pressure adjusting signal for adjusting supercharging pressure, electric air conditioner driving signal for operating electric air conditioner, command signal for instructing operation of electric motors M1 and M2, shift for operating shift indicator Position (operation position) display signal, gear ratio display signal for displaying the gear ratio, and snow mode A snow mode display signal for causing the wheel to slip, an ABS operation signal for operating the ABS actuator for preventing the wheel from slipping during braking, an M mode display signal for indicating that the M mode is selected, the differential unit 11 and automatic A valve command signal for operating an electromagnetic valve (linear solenoid valve) included in the hydraulic control circuit 70 (see FIG. 6) to control the hydraulic actuator of the hydraulic friction engagement device of the transmission unit 20, A signal for regulating the line oil pressure P _L by the provided regulator valve (pressure regulating valve), and a drive command for operating the electric hydraulic pump which is a hydraulic source of the original pressure for regulating the line oil pressure P _L A signal, a signal for driving the electric heater, a signal to the cruise control control computer, and the like are output.

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

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

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

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

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

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

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

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

For example, the hybrid control means 84 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 84 achieves both drivability and fuel efficiency during continuously variable speed travel within the two-dimensional coordinates formed by the engine rotational speed N _E and the output torque (engine torque) T _{E of the} engine 8. For example, the target output (total target output, required driving force) is set so that the engine 8 is operated along the optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 that is experimentally obtained and stored in advance. A target value of the total gear ratio γT of the speed change mechanism 10 is determined so that the engine torque T _E and the engine speed N _E for generating the engine output necessary for satisfaction are obtained, and the target value is obtained. The gear ratio γ0 of the differential unit 11 is controlled in consideration of the gear position of the automatic transmission unit 20, and the total gear ratio γT is controlled within the changeable range.

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

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

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

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

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

Further, the hybrid control means 84 uses the second electric motor M2 as a driving force source for traveling by the electric CVT function (differential action) of the differential unit 11 regardless of whether the engine 8 is stopped or in an idle state. Can be made. For example, the hybrid control means 84, typically a relatively low output torque T _OUT region or low engine torque T _E region the engine efficiency is poor compared to the high torque region, or a relatively low vehicle speed range of the vehicle speed V That is, the motor travel is executed in the low load region. Further, the hybrid control means 84 controls the first electric motor rotation speed N _M1 at a negative rotation speed in order to suppress the drag of the stopped engine 8 and improve fuel consumption during the motor running, for example, the first electric motor M1 is rotated in idle and by a no-load state, to maintain the engine speed N _E at zero or substantially zero as needed by the electric CVT function of the differential portion 11 (differential action).

  In addition, the hybrid control means 84 is the electric energy from the first electric motor M1 and / or the power storage device 56 by the electric path described above even in the engine traveling region where the engine 8 travels using the engine 8 as a driving force source for traveling. The so-called torque assist for assisting the power of the engine 8 is possible by supplying the electric energy from the second motor M2 and driving the second motor M2 to apply torque to the drive wheels 34. Therefore, the engine travel of this embodiment includes engine travel + motor travel.

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

  Further, the hybrid control means 84 is transmitted from the kinetic energy of the vehicle, that is, from the drive wheels 34 to the engine 8 side in order to improve fuel efficiency, for example, when coasting with the accelerator off (during coasting) or braking with a foot brake. The second electric motor M2 is rotationally driven by the reverse driving force to act as a generator, and the electric energy, that is, the second electric motor generated current is charged to the power storage device 56 via the inverter 54 as a regeneration control means. This regeneration control is controlled so that the regeneration amount is determined based on the braking force distribution of the braking force by the hydraulic brake for obtaining the braking force according to the charging capacity SOC of the power storage device 56 and the brake pedal operation amount. The

  Here, in consideration of responsiveness and comfort to the driver's request, when the vehicle running state is switched from motor running to engine running, the engine starts immediately even when the automatic transmission 20 is shifting. Need to be done. Below, the control action | operation for that is demonstrated.

Returning to FIG. 6, the internal combustion engine start determination means 90 determines whether or not an engine start determination, which is a determination that the engine 8 should be started, has been made by the electronic control unit 80. For example, the accelerator pedal is greatly depressed during motor travel, and in FIG. 7, the required output torque T _OUT of the automatic transmission unit 20 corresponding to the accelerator opening Acc increases, and the vehicle state changes from the motor travel region to the engine travel region. If it has changed, the engine start determination is made.

The shift state determination unit 92 determines whether or not the automatic transmission unit 20 is shifting. More specifically, when the automatic transmission unit 20 is in the inertia phase where the second motor rotation speed N _M2, which is the input rotation speed, changes in accordance with the progress of the shift during the shift of the automatic transmission unit 20, the shift operation of the automatic transmission unit 20 is included. In addition, the shift state determination unit 92 determines that the automatic transmission unit 20 is shifting. Whether or not the speed change operation of the automatic transmission unit 20 is in the inertia phase is determined, for example, by detecting a control signal of a solenoid valve for controlling the clutch or brake of the automatic transmission unit 20 or the second motor rotation speed N _M2. Judgment based on.

  The electric motor limit state determination means 94 is in a state where a predetermined driving force of the first electric motor M1 or the second electric motor M2 driven by the output from the power storage device 56 cannot be obtained, that is, the first electric motor M1. Alternatively, it is determined whether or not the driving force of the second electric motor M2 is limited. In other words, it is determined whether or not the output from the power storage device 56 such as a rechargeable battery is limited and a predetermined output from the power storage device 56 cannot be obtained. For example, when the charge capacity SOC of the power storage device 56 is insufficient, or when the output of the motor is limited because the first motor M1 or the second motor M2 exceeds a predetermined value and is at a high temperature. The output from the power storage device 56 is limited.

When the internal combustion engine start determination means 90 determines that the engine start determination has been made, the internal combustion engine start control means 96 becomes a driving force of the first electric motor M1 for driving the engine 8 and a reaction force against the driving force. The driving force of the second electric motor M2 is controlled according to the shift state of the automatic transmission unit 20, for example, based on the change width of the transmission ratio γ of the automatic transmission unit 20, and the first electric motor M1 is controlled by the second electric motor. It is driven to rotate in the same direction as M2, thereby in the same direction as the first and second electric motors M1 and M2 rotate the engine 8, the engine starting rotational speed NE1 of the engine rotational speed N _E becomes possible engine start As described above, for example, the engine is ignited at 1000 rpm or more. Here, the driving force of the first motor M1 and the driving force of the second motor M2 are respectively the output torque T _{M1 of} the first motor _M1 (hereinafter referred to as “first motor torque T _M1 ”) and the output torque of the second motor M2. There is a one-to-one proportional relationship with T _M2 (hereinafter referred to as “second motor torque T _M2 ”), and as the first motor torque T _M1 and the second motor torque T _M2 increase, the driving force of the first motor M1 and the second The driving force of the electric motor M2 is also increased.

Specifically, the above-described control of the driving force of the first electric motor M1 and the second electric motor M2 will be described. When the internal combustion engine start determination means 90 determines that the engine start determination has been made, the internal combustion engine start control means 96 A determination that the transmission unit 20 is shifting is affirmed by the shift state determination unit 92, and a determination that denies that the driving force of the first motor M1 or the second motor M2 is limited is a motor limit state determination. If it made by means 94, to increase the engine rotation speed N _E to the engine starting rotational speed NE1 over time required in accordance with the increase in the start of the engine rotational speed N _E until the engine ignition (hereinafter "engine start required time ”), The first motor torque T _M1 and the second motor torque are adjusted so as to approach those when the automatic transmission unit 20 is not shifting. Luku T _M2 is controlled. It vibration residence time of the engine rotational speed N _E at the resonance frequency band vibrations resulting from the engine rotation is in the rotation speed range of the engine 8 that is amplified by the resonance of the time of starting the engine is shortened similarly to the non-shifting This is for suppressing the increase in the speed and for ensuring the same responsiveness as during the non-shifting.

Here, looking at the first motor torque T _M1 and the second motor torque T _M2 , the ring shaft (third rotation element RE 3) of the differential unit 11 during the shift as compared with the non-shift of the automatic transmission unit 20. Since the rotation speed N M2 of the second electric motor _M2 is changed, the control of the first electric motor torque T _M1 and the second electric motor torque T _M2 that are the same as during the non-shifting is performed. time required until the engine rotational speed N _E is engine starting rotational speed NE1 over is long as compared with in the non-shift. For example, when the engine speed _NE is increased during an upshift in which a speed change operation is performed so that the speed ratio γ of the automatic speed change portion 20 is reduced, the speed change operation of the automatic speed change portion 20 is performed as shown in FIG. As a result, the engine rotation speed _NE is increased in parallel with the decrease in the second motor rotation speed N _M2 (the rotation speed of the ring shaft of the differential section 11). since it is necessary to first electric motor speed N _M1 is raised to a higher speed, in order to raise the engine rotational speed N _E to the engine starting rotational speed NE1 over a required time as with the non-shifting is the non-shifting During the shift, the first motor torque T _M1 and the second motor torque T _M2 that opposes the first motor torque T _M1 need to be increased during the shift. Further, when the engine speed _NE is increased during the downshift in which the speed change operation is performed so that the speed ratio γ of the automatic speed change portion 20 is increased, the second speed change operation is performed in order to establish the speed change operation of the automatic speed change portion 20. The motor rotation speed N _M2 needs to be increased. For this reason, the second motor torque T _M2 is increased during the shift as compared with that during the non-shift. Therefore, the first motor torque T _M1 that counters the second motor torque T _M1 is also increased. Need to be done.

From these _facts , the control of the first motor torque T _M1 and the second motor torque T _M2 will be described more specifically. When the internal combustion engine start determination means 90 determines that the engine start determination is made, the internal combustion engine start control is performed. Means 96 is a determination that the determination that the automatic transmission unit 20 is shifting is affirmed by the shift state determination means 92 and that the driving force of the first electric motor M1 or the second electric motor M2 is limited. 9 is performed by the electric motor limit state determination means 94, the automatic transmission section 20 as shown in FIG. 9 is used so that the required engine start time approaches that when the automatic transmission section 20 is not shifting. based on the input rotation speed variation gradient is the absolute value of the unit change width per time of the second electric motor rotation speed N _M2 which is the input rotational speed of the input rotation speed Changes slope as the first electric motor torque T _M1 and second-motor torque T _M2 is large controlled to be increased. When this control is compared with the case where the automatic transmission unit 20 is not shifting, the second motor rotation speed restrained by the vehicle speed V (drive wheel 34) when the automatic transmission unit 20 is not shifting. Since _NM2 hardly fluctuates unless the vehicle speed V fluctuates, the input rotation speed change gradient when the automatic transmission unit 20 is not shifting is compared with the input rotation speed change gradient during the shift of the automatic transmission unit 20. small. Accordingly, the internal combustion engine start control means 96 increases the first motor torque T when the engine speed _NE is increased during the shift of the automatic transmission 20 compared to when the automatic transmission 20 is not shifting. It can be said that control is performed to increase _M1 and the second motor torque T _M2 . In FIG. 9, the horizontal axis represents the input rotational speed change gradient, and the vertical axis represents the amount of increase in the first motor torque T _M1 and the second motor torque T _M2 during the shift relative to the non-shift of the automatic transmission unit 20. Although it is shown that the amount of increase in the second motor torque T _M2 is larger than the amount of increase in the first motor torque T _M1 , this is an example and the reverse is also possible. The relationship between the input rotational speed change gradient and the first motor torque T _M1 and the second motor torque T _M2 is obtained by, for example, experiments and stored in the internal combustion engine start control means 96 in advance.

On the other hand, regarding the control of the driving force of the first electric motor M1 and the second electric motor M2 for starting the engine when the determination that the automatic transmission unit 20 is shifting is denied by the shift state determination unit 92, When the internal combustion engine start determination means 90 determines that the engine start determination has been made, the internal combustion engine start control means 96 determines that the second motor rotation speed N _M2 restrained by the vehicle speed V (drive wheel 34) is equal to the vehicle speed V. Since there is almost no fluctuation unless it fluctuates, the first electric motor torque T _M1 is controlled to be smaller than when the automatic transmission unit 20 is shifting, and the reverse driving force transmitted from the drive wheels 34 to the engine 8 side is also reduced. second-motor torque T _M2 is also the automatic shifting portion 20 is controlled to be smaller than if it is during the shift so available increase in the engine rotational speed N _E.

When it is determined by the internal combustion engine start determination means 90 that the engine start determination has been made, the shift control change means 98 makes a determination that the automatic transmission portion 20 is shifting, by the shift state determination means 92, and If the determination that the driving force of the first electric motor M1 or the second electric motor M2 is limited is made by the electric motor limit state determination means 94, the driving force of the first electric motor M1 and the second electric motor M2 is limited. The shift control of the automatic transmission unit 20 is changed with respect to the case where it is not performed, that is, when the predetermined driving force of the first electric motor M1 and the second electric motor M2 is obtained. Specifically, the shift control changing unit 98 increases the limit of the driving force of the first electric motor M1 or the second electric motor M2 driven by the output from the power storage device 56, that is, the output of the first electric motor M1 or the second electric motor M2. The lower the possible driving force is, the smaller the input rotational speed change gradient of the automatic transmission unit 20 becomes compared to the case where the driving force of the first electric motor M1 and the second electric motor M2 is not limited, or the automatic transmission unit 20 The shift control of the automatic transmission unit 20 is changed so that the shift time becomes longer. For example, as shown in FIG. 10, the change of the shift control is performed by a clutch or a brake related to the shift operation of the automatic transmission unit 20 as the drive force limit of the first motor M1 or the second motor M2, that is, the motor output limit amount increases. This can be realized by reducing the hydraulic pressure gradient, which is the rate of change of the hydraulic pressure supplied to the unit. In the case where the shift control changing unit 98 changes the shift control of the automatic transmission unit 20, within the limit range of the driving force of the first electric motor M1 and the second electric motor M2 in parallel with the shift of the automatic transmission unit 20, Engine start control for starting the engine 8 is performed based on the engine start determination. Specifically, the first electric motor M1 is driven to rotate in the same direction as the second electric motor M2 in parallel with the shift of the automatic transmission unit 20, thereby causing the first electric motor M1 and the second electric motor M2 to move in the same direction. engine 8 is rotated, the engine rotational speed N _E is engine ignition is performed at elevated engine starting rotational speed NE1 over. Further, the vertical axis in FIG. 10 is not limited to the hydraulic gradient. Further, in FIG. 10, as the motor output limit amount on the horizontal axis, any limit amount of the driving force of the first motor M1 or the second motor M2 may be adopted, and the driving of the first motor M1 or the second motor M2 may be adopted. The larger limit amount of the force limit amount may be adopted.

  FIG. 11 is a flowchart for explaining a main part of the control operation of the electronic control unit 80, that is, a control operation for starting the engine 8, and is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example.

First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the shift state determination unit 92, it is determined whether or not the automatic transmission unit 20 is shifting. Specifically, it is determined whether or not the shift operation of the automatic transmission unit 20 is included in the inertia phase of the shift of the automatic transmission unit 20. Whether or not the speed change operation of the automatic transmission unit 20 is in the inertia phase is determined, for example, by detecting a control signal of a solenoid valve for controlling the clutch or brake of the automatic transmission unit 20 or the second motor rotation speed N _M2. Judgment based on. If this determination is affirmative, that is, if the automatic transmission unit 20 is shifting, the process proceeds to SA2. On the other hand, if this determination is negative, the process proceeds to SA6.

In SA2 corresponding to the internal combustion engine start determination means 90, it is determined whether or not the engine start determination is made by the electronic control unit 80. For example, the accelerator pedal is greatly depressed during motor travel, and in FIG. 7, the required output torque T _OUT of the automatic transmission unit 20 corresponding to the accelerator opening Acc increases, and the vehicle state changes from the motor travel region to the engine travel region. If it has changed, the engine start determination is made. If this determination is affirmative, that is, if the engine start determination is made, the process proceeds to SA3. On the other hand, if this determination is negative, the process proceeds to SA6.

  In SA3 corresponding to the motor limit state determination means 94, whether or not a predetermined driving force of the first motor M1 or the second motor M2 driven by the output from the power storage device 56 cannot be obtained, that is, It is determined whether or not the driving force of the first electric motor M1 or the second electric motor M2 is limited. In other words, it is determined whether or not the output from the power storage device 56 such as a rechargeable battery is limited and a predetermined output from the power storage device 56 cannot be obtained. For example, when the charge capacity SOC of the power storage device 56 is insufficient, or when the output of the motor is limited because the first motor M1 or the second motor M2 exceeds a predetermined value and is at a high temperature. The output from the power storage device 56 is limited. When this determination is affirmative, that is, when the driving force of the first electric motor M1 or the second electric motor M2 is limited, in other words, when the output from the power storage device 56 is limited, the process proceeds to SA4. On the other hand, if this determination is negative, the operation goes to SA5.

  In SA4 corresponding to the shift control changing means 98, the limit of the driving force of the first electric motor M1 or the second electric motor M2 driven by the output from the power storage device 56 is larger, that is, the first electric motor M1 or the second electric motor M2. The lower the driving force that can be output, the smaller the input rotational speed change gradient of the automatic transmission unit 20 or the automatic transmission unit 20 with respect to the case where the driving force of the first electric motor M1 and the second electric motor M2 is not limited. The shift control of the automatic transmission unit 20 is changed so that the shift time becomes longer. For example, as shown in FIG. 10, the change of the shift control is performed by a clutch or a brake related to the shift operation of the automatic transmission unit 20 as the drive force limit of the first motor M1 or the second motor M2, that is, the motor output limit amount increases. This is realized by reducing the hydraulic pressure gradient, which is the rate of change of the hydraulic pressure supplied to the unit. When the shift control of the automatic transmission unit 20 is changed in SA4, the engine is within the limited range of the driving force of the first electric motor M1 and the second electric motor M2 in parallel with the shift of the automatic transmission unit 20. Engine start control is performed based on the start determination.

In SA5 corresponding to the internal combustion engine start control means 96, the first motor torque T _M1 and the second motor torque T _M2 are controlled, and the first motor M1 is driven to rotate in the same direction as the second motor M2. engine 8 is rotated in the same direction as the first electric motor M1 and the second electric motor M2, the engine starting rotational speed NE1 or more becomes possible engine start engine rotational speed N _E is raised, the engine ignition is performed by . At this time, in order to make the required engine start time approach that of the automatic transmission unit 20 during non-shifting, as shown in FIG. 9, the non-shifting first motor torque T _M1 and second motor torque T _M2 are The increase amount is controlled based on the input rotation speed change gradient of the automatic transmission unit 20 so as to increase as the input rotation speed change gradient increases. That is, the first motor torque T _M1 and the second motor torque T _M2 are controlled based on the input rotation speed change gradient of the automatic transmission unit 20 so as to increase as the input rotation speed change gradient increases. That is, when the automatic transmission unit 20 is not shifting, the second motor rotation speed _NM2 that is the input rotation speed of the automatic transmission unit 20 constrained to the vehicle speed V (drive wheel 34) is as long as the vehicle speed V does not fluctuate. Since it hardly fluctuates, the first electric motor torque T _M1 and the second electric motor torque T _M2 are controlled to be larger than when the automatic transmission unit 20 is not shifting.

  In SA6, normal control, for example, engine start control during non-shifting of the automatic transmission unit 20, or shift control of the automatic transmission unit 20 without engine start is performed.

FIG. 12 is a time chart for explaining the control operation shown in the flowchart of FIG. 11, and the engine start determination is made during the upshift of the automatic transmission unit 20 by depressing an accelerator pedal while the motor is running. This is an example when In FIG. 12, the torque of the output shaft 22, the second motor torque T _M2 , the first motor torque T _M1 , the engine rotation speed N _E , and the second motor rotation speed N that is the input rotation speed of the automatic transmission unit 20 in this order from the top. _{M2 is} a time chart of the first motor rotation speed N _M1 and the engagement hydraulic pressure of the first brake B1 of the automatic transmission unit 20.

The time point t _{A1 in} FIG. 12 indicates that a shift output that is a command to shift the automatic transmission unit 20 is issued. Specifically, this is a shift output indicating that an upshift should be performed. Thereafter, the hydraulic pressure of the first brake B1 (brake B1 engagement hydraulic pressure), which is a hydraulic friction engagement device on the engagement side of the shift, starts to increase due to the shift output.

The time point t _A2 indicates that the shift operation of the automatic transmission unit 20 has entered the inertia phase. Since the shifting operation is an upshift, the second motor rotation speed N _M2 that is the input rotation speed of the automatic transmission unit 20 starts to decrease from the time point t _A2 .

The time t _A3 indicates that the engine start control for starting the engine 8 has been started because the engine start determination has been made. Then, t _A4 when the engine rotational speed N _E reaches the engine starting rotational speed NE1 above, the engine 8 is started, that is, indicates that the engine ignition is performed. Here, at time t _A3 , affirmative determination is made in SA1 and SA2 in FIG. 11, and since it is determined in SA3 that the output from the power storage device 56 is not restricted, SA5 is executed. Therefore, the first motor torque T _M1 and the second motor torque T _M2 between the time t _{A3 and the} time t _{A4 are the same} as the change in the input rotational speed of the automatic transmission unit 20 when the automatic transmission unit 20 is not shifting. Control is performed so as to increase compared to the case where the engine is started when the gradient is 0 to approximately 0 (the broken line annotated as “engine start only” in FIG. 12). _M1 is higher than that of the engine start during the non-shifting, the engine rotational speed N _E is close to that in the non-shifting. The _reason why the first motor torque T _M1 and the second motor torque T _M2 are controlled to be temporarily increased immediately after the time point t _A3 is that the engine speed N _E quickly passes through the resonance frequency band. It is for doing so.

_A time point t _{A5 in} FIG. 12 indicates that the shift of the automatic transmission unit 20 has been completed. Since the shift of the automatic transmission unit 20 is completed, the engagement of the first brake B1 is completed, and the hydraulic pressure is constant from the time point t _A5 , and the second electric motor is restrained by the vehicle speed V (drive wheel 34). The rotational speed N _M2 is constant from time t _A5 . Since the engine rotational speed _NE and the second electric motor rotational speed _NM2 are both constant from the time point _tA5 , the first electric motor rotational speed _NM1 determined based on them is also constant. . Further, since the shift of the automatic transmission unit 20 is an upshift, the torque of the output shaft 22 after time t _A5 indicating the end of the shift is smaller than that before the shift.

FIG. 13 is a time chart for explaining the control operation shown in the flowchart of FIG. 11, and it is determined in the time chart of FIG. 12 that the driving force of the first electric motor M1 or the second electric motor M2 is limited. This is an example when it is determined that the output from the power storage device 56 is limited. Therefore, t _{A1 to} t _A5 in FIG. 13 are the same as those in FIG. Hereinafter, differences from FIG. 12 of the time chart of FIG. 13 will be mainly described. Note that the solid line shown as “during normal shifting” in FIG. 13 is the case where the output from the power storage device 56 is not restricted, and is the same as the time chart in FIG.

Since it is determined in SA3 of FIG. 11 that the output from the power storage device 56 such as a rechargeable battery is limited, SA4 is executed, and the first brake B1 is set so that the input rotational speed change gradient of the automatic transmission unit 20 becomes small. The hydraulic gradient of the hydraulic pressure is reduced. Therefore, the time chart of the brake B1 engagement hydraulic pressure from the start of the inertia phase to the end of the shift of the automatic transmission unit 20 is the normal shift, that is, from time t _A2 when the output from the power storage device 56 is not limited. The time chart shown by the solid line up to time t _A5 is changed to the time chart shown by the broken line from time t _{A2 to} time t _A5 ′ because the shift control of the automatic transmission 20 has been changed by executing SA4. Thus, the end of the shift is shifted from the time t _{A5 to the} time t _A5 ′, and the time required for the shift is increased. However, the time chart of the second motor rotation speed N _M2 when the above SA4 is executed (“battery output” When the above-mentioned input rotational speed change gradient of the automatic transmission unit 20 that is the slope of the “when limited” is broken (noted as “normal shift”). Smaller than the solid line). That is, it can be said that the input rotational speed change gradient of the automatic transmission unit 20 is brought closer to the non-shifting state of the automatic transmission unit 20 by changing the shift control of the automatic transmission unit 20 in SA4.

The electronic control device 80 of this embodiment has the following effects (A1) to (A9). (A1) When the engine speed _NE is increased for starting the engine, the driving force of the first electric motor M1 for driving the engine 8 is controlled according to the shift state of the automatic transmission unit 20. , shift operation Affects of the automatic shifting portion 20 is reduced relative to the increase in the engine rotational speed N _E, for example, when the engine 8 is started, even the automatic transmission portion 20 even during shifting engine The rotational speed _NE is quickly increased, and the engine 8 can be started accurately.

(A2) When the engine speed _NE is increased during the shift of the automatic transmission unit 20 to start the engine 8, the first motor torque T _M1 is calculated based on the input rotation speed change gradient of the automatic transmission unit 20. Therefore, the change in the second motor rotation speed N _M2 that is the input rotation speed of the automatic transmission unit 20 increases, and accordingly, the first motor torque T _M1 required to increase the engine rotation speed N _E is increased. Even if the engine speed increases, the engine speed _NE is quickly increased, and the engine 8 can be started accurately.

(A3) the engine when increasing the engine rotation speed N _E during the shifting of the automatic shifting portion 20 to start the engine 8 is the required time according to the beginning to rise engine rotational speed N _E until the engine ignition Since the first electric motor torque T _M1 is controlled so that the required start time approaches the required engine start time when the automatic transmission unit 20 is not shifting, the automatic transmission unit 20 is not shifting. The engine 8 can be started with similar responsiveness.

(A4) When the engine speed _NE is increased during shifting of the automatic transmission unit 20 to start the engine 8, the first electric motor torque T _M1 is compared with the case where the automatic transmission unit 20 is not shifting. Therefore, even if the second electric motor rotation speed _NM2 that is the input rotation speed of the automatic transmission section 20 is changed by the shift operation of the automatic transmission section 20, the engine rotation speed _NE is quickly increased and is accurately performed. It is possible to start the engine 8.

(A5) In the case where the engine rotational speed _NE is increased during the shift of the automatic transmission unit 20 to start the engine 8, when the driving force of the first electric motor M1 is limited, the driving force is not limited On the other hand, the shift control of the automatic transmission unit 20 is changed so that the gradient of change in the input rotational speed of the automatic transmission unit 20 becomes smaller or the shift time of the automatic transmission unit 20 becomes longer. as compared with the case where not changed, it can reduce the effect on the increase in the engine rotational speed N _E according to the change of the second electric motor rotation speed N _M2 which is the input rotational speed of the automatic shifting portion 20.

(A6) When the engine speed _NE is increased for starting the engine, the driving force of the second electric motor M2, which is a reaction force against the driving force of the first electric motor M1, according to the shift state of the automatic transmission unit 20. Therefore, the influence of the rotational resistance of the engine 8 on the speed change operation of the automatic transmission unit 20 can be reduced. For example, when the engine 8 is started, the automatic transmission unit 20 is shifting. promptly increase the engine rotational speed N _E even, it is possible to accurately start the engine 8.

(A7) When the engine speed _NE is increased during the shift of the automatic transmission unit 20 to start the engine 8, the second motor torque T _M2 is calculated based on the input rotation speed change gradient of the automatic transmission unit 20. Therefore, the change in the second motor rotation speed N _M2 , which is the input rotation speed of the automatic transmission unit 20, increases, and is required to counter the rotation resistance of the engine 8 and the first motor torque T _M1. Even if the second electric motor torque T _M2 increases, the influence of the rotational resistance of the engine 8 on the speed change operation of the automatic transmission unit 20 can be reduced, and the engine speed _NE is quickly increased, It is possible to start the engine 8 accurately.

(A8) When the engine speed _NE is increased during shifting of the automatic transmission unit 20 to start the engine 8, the second electric motor torque T _M2 is compared with the case where the automatic transmission unit 20 is not shifting. Therefore, even if it is necessary to change the second motor rotation speed _NM2 that is the input rotation speed of the automatic transmission unit 20 in order to establish the shift operation of the automatic transmission unit 20, the rotational resistance of the engine 8 is automatically increased. The influence on the speed change operation of the speed change unit 20 can be reduced, and the engine speed _NE can be quickly increased to start the engine 8 accurately.

(A9) In the case where the engine speed _NE is increased during the shift of the automatic transmission unit 20 to start the engine 8, when the driving force of the second electric motor M2 is limited, the driving force is not limited On the other hand, the shift control of the automatic transmission unit 20 is changed so that the gradient of change in the input rotational speed of the automatic transmission unit 20 becomes smaller or the shift time of the automatic transmission unit 20 becomes longer. as compared with the case where not changed, it can reduce the effect on the increase in the engine rotational speed N _E according to the change of the second electric motor rotation speed N _M2 which is the input rotational speed of the automatic shifting portion 20. Further, it is possible to lower the first electric motor torque T _M1 to increase the engine rotational speed N _E, the rotational resistance of the driving force and the engine 8 of the first electric motor M1 to counteract the driving force of the second electric motor M2 The influence of the automatic transmission unit 20 on the input rotational speed of the automatic transmission unit 20 for establishing the shift operation after the shift control is changed can be reduced, and the possibility that the shift shock becomes large can be reduced.

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

  The second embodiment is obtained by replacing the electronic control device 80 of the first embodiment with the electronic control device 110, and the functional block diagram shows the internal combustion engine start control means 96 in FIG. 6 of the first embodiment. The internal combustion engine start determination means 90, the shift state determination means 92, the motor limit state determination means 94, and the shift control change means 98 are the same as those in the first embodiment. Hereinafter, the difference will be mainly described.

It is determined by the internal combustion engine start determination means 90 that the engine start determination has been made, a determination to affirm that the automatic transmission unit 20 is shifting is made by the shift state determination means 92, and the first motor M1 or the second motor When the determination that denies that the driving force of M2 is limited is made by the motor limit state determination means 94, the internal combustion engine start control means 96 according to the first embodiment determines that the engine speed NE for engine start is N _E. between the rise start until the engine rotational speed N _E is engine starting rotational speed NE1 above, the first electric motor torque T _M1 and second-motor torque T _M2 for the case the automatic shifting portion 20 is non-shifting controlled so as to increase, but the engine start control means 112 of this embodiment, while the engine rotational speed N _E is within the range of the resonance frequency band, the automatic transmission 20 is different in that control is performed to change so that the first electric motor torque T _M1 and second-motor torque T _M2 is increased for the case is a non-shifting mode. In other respects, the internal combustion engine start control means 112 is the same as the internal combustion engine start control means 96.

  The flowchart showing the control operation of the electronic control device 110 is obtained by replacing SA5 with SB5 in FIG. 11 of the first embodiment, and other steps SA1 to SA4 and SA6 are the same as those in the first embodiment. Hereinafter, the difference will be mainly described.

Negative if the decision is made at SA3 in SA5 according to the first embodiment, during the period from rise start of the engine rotational speed N _E for the engine start until the engine rotational speed N _E is engine starting rotational speed NE1 more The first motor torque T _M1 and the second motor torque T _M2 are controlled to be larger than when the automatic transmission unit 20 is not shifting, but in SB5 of this embodiment, the engine speed N _E Is controlled so that the first motor torque T _M1 and the second motor torque T _M2 are increased with respect to the case where the automatic transmission unit 20 is not shifting while the resonance frequency band is within the range of the resonance frequency band. It is different in that it is. In other respects, SB5 is the same as SA5. SB5 corresponds to the internal combustion engine start control means 112.

FIG. 14 is a time chart for explaining the control operation of the electronic control unit 110 shown in the flowchart of FIG. FIG. 14 shows another embodiment corresponding to FIG. 12, and the time points t _B1 , t _B2 , t _B3 , and t _B5 in FIG. 14 are t _A1 , t _A2 , t _A3 , and t _{A5 in FIG.} Corresponds to the time. Hereinafter, differences from FIG. 12 in FIG. 14 will be mainly described.

T _B3 point of FIG. 14 shows that the engine start control is started, t _B4 time engine rotational speed N _E reaches the engine starting rotational speed NE1 above, the engine 8 is started, i.e. the engine Indicates that ignition has occurred. Here, at time t _B3 , an affirmative determination is made in SA1 and SA2 in FIG. 11, and since it is determined in SA3 that the output from the power storage device 56 is not restricted, SB5 is executed. Thus, while the engine rotational speed N _E of the immediately following t _B3 point indicating the start of the engine starting control is within the range of the resonance frequency band, first-motor torque T _M1 (solid line) and second-motor torque T _M2 Control (changed so that (solid line) becomes larger than that when the automatic transmission unit 20 is not shifting (broken line)) is performed. However, FIG. 14, the engine rotational speed N _E passes through the resonant frequency band, first-motor torque T _M1 (solid line) and second-motor torque T _M2 (solid line), the automatic transmission portion 20 is a non-shifting The torque of the case. This point is different from FIG. As described above, the period in which the first electric motor torque T _M1 and the second electric motor torque T _M2 are increased with respect to the case where the automatic transmission unit 20 is not shifting is a period immediately after the start of the engine start control. Since the engine speed N _E is within the range of the resonance frequency band and not until the engine 8 is started, as a result, the engine is the time from time t _{B3 to} time t _{B4 in} FIG. The required start time is longer than the required engine start time, which is the time from time t _{A3 to} time t _{A4 in} FIG.

In addition to the effects (A1) to (A9) of the first embodiment, the electronic control device 110 of this embodiment has the following effects (B1) to (B2). (B1) When the engine speed _NE is increased during the shift of the automatic transmission unit 20 to start the engine 8, the automatic transmission unit 20 remains within the range of the resonance frequency band while the engine speed _NE is within the range of the resonance frequency band. since but is modified such that the first electric motor torque T _M1 for the case is in a non-shifting increases, it is possible to make the engine rotational speed N _E is quickly passed through the resonant frequency band, The possibility of impairing comfort due to vibration that may occur when the engine 8 is started can be reduced.

(B2) When the engine speed _NE is increased during the shift of the automatic transmission unit 20 to start the engine 8, the automatic transmission unit 20 remains within the range of the resonance frequency band while the engine speed _NE is within the above-described resonance frequency band. since but is modified such that the second electric motor torque T _M2 for the case is a non-shifting increases, it is possible to make the engine rotational speed N _E is quickly passed through the resonant frequency band, The possibility of impairing comfort due to vibration that may occur when the engine 8 is started can be reduced.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the first and second embodiments, the first electric motor M1 and the second electric motor M2 are provided in the differential unit 11, but the first electric motor M1 and the second electric motor M2 are one of the differential units 11. For example, the first electric motor M <b> 1 and the second electric motor M <b> 2 may be provided in the speed change mechanism 10 separately from the differential unit 11.

In the first and second embodiments, the differential unit 11 includes a differential limiting device such as a clutch that can limit or prohibit relative rotation between the first rotating element RE1 and the second rotating element RE2, for example. May be. Thus, when the engine speed _NE is increased for starting the engine, the differential limiting device restricts or prohibits the relative rotation between the first rotating element RE1 and the second rotating element RE2, and thereby By setting the first to third rotating elements RE1, RE2, and RE3 in a non-differential state in which the rotating elements RE1, RE2, and RE3 rotate integrally, the engine rotational speed N _E is used to start the engine using either the first electric motor M1 or the second electric motor M2. It can be raised, for example, by controlling the second electric motor M2 without using the first electric motor M1 can increase the engine rotational speed N _E, using both the first and second electric motors M1 and M2 The control load of the electronic control unit 80 can be reduced as compared with the case where it is performed.

  In the first embodiment and the second embodiment, the second electric motor M2 is connected to the transmission member 18, but the present invention is also applied to the case where there is no second electric motor M2, for example.

  Further, in the first and second embodiments, the second electric motor M2 is directly connected to the transmission member 18, but the connection position of the second electric motor M2 is not limited thereto, and is driven from the engine 8 or the transmission member 18. It may be directly or indirectly connected to the power transmission path to the wheel 34 via a transmission, a planetary gear device, an engagement device, or the like.

  In the first and second embodiments, the differential unit 11 functions as an electric continuously variable transmission whose gear ratio γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max. However, for example, the present invention can be applied even if the gear ratio γ0 of the differential portion 11 is not changed continuously but is changed stepwise using a differential action.

  In the power distribution mechanism 16 of the first and second embodiments, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected. Although connected to the transmission member 18, their connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M <b> 1, and the transmission member 18 are three elements CA <b> 0 of the differential planetary gear device 24, It may be connected to any of S0 and R0.

  In the first and second embodiments, the engine 8 is directly connected to the input shaft 14, but it may be operatively connected via, for example, a gear, a belt, etc., and arranged on a common shaft center. There is no need to be done.

  In the first and second embodiments, the first electric motor M1 and the second electric motor M2 are arranged concentrically with the input shaft 14, the first electric motor M1 is connected to the differential sun gear S0, and the second electric motor M2 is Although it is connected to the transmission member 18, it is not necessarily arranged as such. For example, the first electric motor M <b> 1 is operatively connected to the differential unit sun gear S <b> 0 via a gear, a belt, a speed reducer, etc. The two electric motors M2 may be connected to the transmission member 18.

  In the first and second embodiments, the hydraulic friction engagement device such as the first clutch C1 and the second clutch C2 is a magnetic type such as a powder (magnetic) clutch, an electromagnetic clutch, and a meshing type dog clutch. It may be composed of an electromagnetic or mechanical engagement device. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 70 is constituted by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, instead of a valve device that switches an oil passage. The hydraulic gradient, which is the vertical axis, is also replaced with the corresponding electric control amount.

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

  The power distribution mechanism 16 as a differential mechanism of the first and second embodiments includes, for example, a pinion that is rotationally driven by an engine and a pair of bevel gears that mesh with the pinion. 2 may be a differential gear device operatively connected to the electric motor M2).

  The power distribution mechanism 16 of the first embodiment and the second embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and in a non-differential state (constant shift state). It may function as a transmission having three or more stages. The planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device. Further, even when the planetary gear device is constituted by two or more planetary gear devices, the engine 8, the first and second electric motors M1 and M2, the transmission member 18, and the output depending on the configuration are provided to each rotating element of these planetary gear devices. The shaft 22 may be connected so as to be able to transmit power, and the stepped speed change and the stepless speed change may be switched by the control of the clutch C and the brake B connected to the rotating elements of the planetary gear device.

  In the first and second embodiments, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 and the differential unit 11 are not necessarily connected directly, and a clutch is interposed between the engine 8 and the differential unit 11. May be connected.

  In the first and second embodiments, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the present invention is not particularly limited to this configuration, and the entire transmission mechanism 10 is configured. The present invention can be applied to any configuration that has a function of performing an electrical differential as a function and a function of performing a gear shift on a principle different from that based on an electrical differential as a whole of the transmission mechanism 10. There is no need to be independent. Further, the arrangement position and arrangement order of these are not particularly limited. In short, the automatic transmission unit 20 may be provided so as to constitute a part of the power transmission path from the engine 8 to the drive wheels 34.

  In the speed change mechanism 10 of the first and second embodiments, the first electric motor M1 and the second rotating element RE2 are directly connected, and the second electric motor M2 and the third rotating element RE3 are directly connected. The first electric motor M1 may be connected to the second rotating element RE2 via an engaging element such as a clutch, and the second electric motor M2 may be connected to the third rotating element RE3 via an engaging element such as a clutch. .

In the first and second embodiments, the second electric motor M2 is connected to the transmission member 18 that forms a part of the power transmission path from the engine 8 to the drive wheels 34. In addition to being connected to the power transmission path, it can also be connected to the power distribution mechanism 16 via an engagement element such as a clutch. The power distribution mechanism 16 is driven by the second electric motor M2 instead of the first electric motor M1. The structure of the speed change mechanism 10 that enables control of the differential state may be used.

  In the first and second embodiments, the automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission, but may be a continuously variable CVT.

  The first and second embodiments can be implemented in combination with each other, for example, by providing a priority order.

1 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle to which a control device of the present invention is applied. 2 is an operation chart for explaining a relationship between a shift operation of an automatic transmission unit provided in the hybrid vehicle power transmission device of FIG. 1 and a combination of operations of a hydraulic friction engagement device used therefor. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the hybrid vehicle power transmission device of FIG. 1. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for hybrid vehicles of FIG. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the hybrid vehicle power transmission apparatus of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates using the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, It is a figure which shows an example of the driving force source switching diagram memorize | stored beforehand which has the boundary line of the engine running area | region and motor running area | region for switching engine driving | running | working and motor driving | running | working area, is there. In the hybrid vehicle power transmission device of FIG. 1, a collinear diagram for explaining the relative rotational speed of each rotating element in the differential section when the engine rotational speed is increased during upshifting of the automatic transmission section; The vertical lines Y1, Y2, Y3 in FIG. 8 correspond to the vertical lines Y1, Y2, Y3 in FIG. In the control operation by the electronic control unit of FIG. 4, when the engine speed is increased to start the engine during the shift of the automatic transmission unit, the input rotation speed change gradient of the automatic transmission unit, the first motor torque, and the second motor It is a figure which shows an example of the relationship with the increase amount of a torque. In the control operation by the electronic control unit of FIG. 4, when the shift control of the automatic transmission unit is changed due to the output limitation of the power storage device, the motor output limit amount and the clutch or brake related to the shift operation of the automatic transmission unit are supplied. It is a figure which shows an example of the relationship with the hydraulic pressure gradient of hydraulic pressure. 5 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 4, that is, a control operation for starting an engine. FIG. 12 is a time chart for explaining the control operation shown in the flowchart of FIG. 11, in which an engine start determination is made during an upshift of the automatic transmission unit, for example, when an accelerator pedal is depressed during motor running. is there. FIG. 12 is a time chart different from FIG. 12 for explaining the control operation shown in the flowchart of FIG. 11, and is an example in the case where it is determined in the time chart of FIG. 12 that the output from the power storage device is limited. . FIG. 13 is a time chart for explaining the control operation of the electronic control device shown in the flowchart of FIG. 11, and is a time chart according to a second embodiment which is an embodiment different from FIG. 12.

Explanation of symbols

8: Engine (internal combustion engine)
10: Transmission mechanism (power transmission device for hybrid vehicle)
11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit (transmission unit)
34: Drive wheels 80, 110: Electronic control device (control device)
M1: first electric motor M2: second electric motor

Claims (8)

A differential mechanism connected between the internal combustion engine and the drive wheel; and a first electric motor connected to the differential mechanism so as to be capable of transmitting power; A control device for a hybrid vehicle power transmission device, comprising: an electric differential unit that controls a differential state of a dynamic mechanism; and a transmission unit that constitutes a part of a power transmission path,
When increasing the rotational speed of the internal combustion engine to start the internal combustion engine, the driving force of the first electric motor for driving the internal combustion engine is controlled according to the shift state of the transmission unit ,
When the rotational speed of the internal combustion engine is increased during the shift of the transmission unit to start the internal combustion engine, the input rotational speed change that is an absolute value of the change width per unit time of the input rotational speed of the transmission unit A control device for a power transmission device for a hybrid vehicle , wherein the driving force of the first electric motor is controlled based on a gradient . In the case where the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, when the driving force of the first electric motor is limited, the driving force is not limited 2. The control device for a hybrid vehicle power transmission device according to claim 1, wherein shift control of the transmission unit is changed. In the case where the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, the rotational speed of the internal combustion engine is amplified by resonance by vibration generated from the rotation of the internal combustion engine. while in the range of the resonance frequency band is the rotational speed range of the engine, according to claim 1, characterized in that to change the driving force of the first electric motor relative to case the shifting portion is a non-shifting or 3. A control device for a hybrid vehicle power transmission device according to 2 . The hybrid vehicle power transmission device includes a second electric motor coupled to the power transmission path,
When the rotational speed of the internal combustion engine is increased in order to start the internal combustion engine, the driving force of the second electric motor, which is a reaction force against the driving force of the first electric motor, is set according to the shift state of the transmission unit. The control device for a hybrid vehicle power transmission device according to any one of claims 1 to 3 , wherein control is performed. When the rotational speed of the internal combustion engine is increased during the shift of the transmission unit to start the internal combustion engine, the input rotational speed change that is an absolute value of the change width per unit time of the input rotational speed of the transmission unit The control device for a hybrid vehicle power transmission device according to claim 4 , wherein the driving force of the second electric motor is controlled based on a gradient. When the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, the driving force of the second electric motor is increased as compared with the case where the transmission unit is not shifting. The control device for a hybrid vehicle power transmission device according to claim 4 . In the case where the rotational speed of the internal combustion engine is increased during the shift of the transmission unit to start the internal combustion engine, when the driving force of the second electric motor is limited, the driving force is not limited 7. The control device for a hybrid vehicle power transmission device according to any one of claims 4 to 6 , wherein shift control of the transmission unit is changed. In the case where the rotational speed of the internal combustion engine is increased during shifting of the transmission unit to start the internal combustion engine, the rotational speed of the internal combustion engine is amplified by resonance by vibration generated from the rotation of the internal combustion engine. while in the range of the resonance frequency band is the rotational speed range of the engine, to claim 4, characterized in that the shifting portion changes the driving force of the second electric motor relative to case a non-shifting The control apparatus of the power transmission device for hybrid vehicles of any one of Claim 7 .

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