JP6825524B2 - Control device for vehicle power transmission device - Google Patents

Description

According to the present invention, the control device of a vehicle power transmission device including a first differential mechanism, a second differential mechanism, and a second rotary machine is operated when the output limit of the second rotary machine becomes large. The present invention relates to a technique for appropriately supplementing the required driving force required by a person.

It includes a first differential mechanism including a first rotating element, a second rotating element, and a third rotating element, and a second differential mechanism including a fourth rotating element, a fifth rotating element, and a sixth rotating element. Power transmission devices for vehicles are well known. For example, the vehicle power transmission device described in Patent Document 1 is that. In the vehicle power transmission device described in Patent Document 1, the power transmission path between the differential portion (corresponding to the second differential mechanism) whose differential state is controlled and the engine and the differential portion It is disclosed that a transmission unit (corresponding to a first differential mechanism) capable of switching between low and high stages is provided.

International Publication No. 2013/11594

By the way, in the vehicle power transmission device of Patent Document 1, the engine (engine) can be driven to travel by adding an engaging element that changes the connection state between the first differential mechanism and the second differential mechanism. It is considered possible to form a plurality of driving modes, but for example, when the output limit of the second rotating machine becomes large, there is room for consideration as to which driving mode should be selected from the plurality of driving modes. There is. Regarding the selection of the plurality of driving modes, it is preferable to select a driving mode that suitably supplements the required driving force required by the driver.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to suitably supplement the required driving force required by the driver when the output limit amount of the second rotating machine becomes large. The purpose of the present invention is to provide a control device for a power transmission device for a vehicle.

The gist of the first invention is (a) a first differential mechanism including a first rotating element, a second rotating element, and a third rotating element, a fourth rotating element, a fifth rotating element, and a sixth. A second differential mechanism including a rotating element, a first engaging element that engages any two of the first rotating element to the third rotating element, and the second rotating element and the fourth rotating element. And a second engaging element that engages with any one of the fifth rotating elements, the third rotating element being connected to the sixth rotating element, and the fifth rotating element. Is connected to an output shaft, the first rotating element is connected to an engine, the fourth rotating element is connected to a first rotating machine, and the output shaft is connected to a second rotating machine. In the control device, (b) the output torque of the engine is transmitted to the output shaft by the engagement of any one of the first engaging element and the second engaging element. The output torque of the engine is transmitted to the output shaft by one traveling mode and the engagement of an engaging element different from the engaging element of any one of the first engaging element and the second engaging element. The first traveling mode has a second traveling mode in which the output torque of the engine is increased as compared with the second traveling mode and is transmitted to the output shaft, and (d) the first traveling mode. One traveling mode and the second traveling mode are selected based on a predetermined first traveling mode selection area and a second traveling mode selection area represented by predetermined parameters, respectively, and (e) the second rotating machine. When the output limit amount of is larger than a predetermined value, the first traveling mode selection area is expanded.

According to the first invention, when the output limit amount of the second rotary machine becomes larger than a predetermined value, the first traveling mode selection area expands. Therefore, when the output limit amount of the second rotary machine is large, It becomes easier to select the first traveling mode than to select the second traveling mode. Therefore, in the first traveling mode, the output torque of the engine transmitted to the output shaft is larger than that in the second traveling mode. Therefore, when the output limit amount of the second rotating machine is large, the second rotating machine is used. The required driving force corresponding to the output limit amount of the above can be suitably supplemented by the output torque of the engine in the first traveling mode, and is required by the driver when the output limit amount of the second rotary machine becomes large. The required driving force can be suitably supplemented.

It is a figure explaining the schematic structure of each part which concerns on the traveling of the vehicle to which this invention is applied, and is the figure explaining the main part of the control system for controlling each part. It is a figure which shows an example of the hydraulic control circuit which controls the operating state of an engaging element. It is a figure which shows each operating state of each engaging element in each traveling mode. It is a collinear diagram in the single drive EV mode (forward). It is a collinear diagram in the single drive EV mode (reverse). It is a collinear diagram in the dual drive EV mode (forward). It is a collinear diagram in the dual drive EV mode (reverse). It is a collinear diagram in the standby mode in the U / D input split. It is a collinear diagram in the standby mode in the O / D input split. It is a collinear diagram in the emblem combined mode in the U / D input split. It is a collinear diagram in the emblem combined mode in the O / D input split. It is a collinear diagram in the forward running in the U / DHV mode of the HV running mode. It is a collinear diagram in the forward running in the O / DHV mode of the HV running mode. It is a collinear diagram in the reverse running in the U / DHV mode of the HV running mode, and is the case of the engine reverse input. It is a collinear diagram in the reverse running in the U / DHV mode of the HV running mode, and is the case of the engine forward rotation input. It is a collinear diagram in the reverse running in the O / DHV mode of the HV running mode, and is the case of the engine forward rotation input. It is a collinear diagram in the fixed stage mode of the HV driving mode, and is a case of direct connection. It is a collinear diagram in the fixed stage mode of the HV driving mode, and is the case of the fixed output shaft. It is a figure which shows an example of the traveling mode switching map used for the switching control between U / DHV mode and O / DHV mode during forward traveling. It is a figure which shows the map which shows the area which can travel in a U / DHV mode and O / DHV mode. In the area where driving is possible in both U / DHV mode and O / DHV mode on the map of FIG. 20, the mode that is superior in terms of fuel consumption, that is, U / DHV mode (forward) or O / DHV mode (forward). It is a figure which shows the map which shows. It is a figure which shows the traveling mode switching map which reduced the 2nd traveling mode selection area shown in the traveling mode switching map of FIG. It is a flowchart explaining the main part of the control operation of an electronic control device, that is, the control operation when the output limit amount of the second rotary machine becomes larger than a predetermined value while traveling in the U / DHV mode or the O / DHV mode. While traveling in the O / DHV mode, the output limit amount of the second rotating machine becomes larger than a predetermined value, the second traveling mode selection area is reduced and the first traveling mode selection area is expanded in the traveling mode switching map of FIG. It is a figure which shows an example of the time chart when it is done. It is a figure explaining the control device of the power transmission device for a vehicle of another Example of this invention, and is used for the switching control of the U / DHV mode, the O / DHV mode, and the direct connection fixed stage mode during forward running, the running mode switching. It is a figure which shows an example of a map.

In one embodiment of the present invention, when the output limit amount of the second rotating machine becomes larger than a predetermined value, the second traveling mode selection area is reduced and the first traveling mode selection area is expanded. Therefore, when the output limit amount of the second rotating machine is large, it becomes easier to preferably select the first traveling mode than to select the second traveling mode.

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

FIG. 1 is a diagram for explaining a schematic configuration of each part related to traveling of the vehicle 10 to which the present invention is applied, and is a diagram for explaining a main part of a control system for controlling each part. In FIG. 1, the vehicle 10 is driven by an engine (engine) 12, a first rotary machine MG1, a second rotary machine MG2, a power transmission device (vehicle power transmission device) 14, and a power transmission device (vehicle power transmission device) 14, which can be power sources for traveling. It is a hybrid vehicle equipped with wheels 16.

The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine that burns a predetermined fuel to output power. The engine torque Te of the engine 12 is controlled by controlling the throttle opening or the operating state such as the intake air amount, the fuel supply amount, and the ignition timing by the electronic control device 90 described later.

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

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

The first power transmission unit 20 is arranged coaxially with the input shaft 36, which is an input rotation member of the first power transmission unit 20 and is connected to the crankshaft of the engine 12, and the first differential mechanism 38, the first differential mechanism 38, is arranged. 2 The differential mechanism 40, the first rotary machine MG1, the clutch (first engaging element) CL1, the brake (third engaging element) BR1, the clutch (second engaging element) CLc, and the like are provided.

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

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

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

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

FIG. 2 shows an example of a main part of the hydraulic control circuit 60 provided in the vehicle 10 that controls the operating state (state of engagement, disengagement, etc.) of each engaging element (clutch CL1, brake BR1, clutch CLc). It is a figure which shows. In FIG. 2, the hydraulic control circuit 60 includes a primary regulator valve 62, linear solenoid valves SL1, SL2, SL3 and the like. The primary regulator valve 62 uses the oil pressure generated by the mechanical oil pump 64 (also referred to as MOP64) provided in the vehicle 10 as the main pressure, or the electric oil pump 66 (also referred to as EOP66) provided in the vehicle 10. ) Is used as the original pressure to regulate the line hydraulic PL. The MOP 64 is connected to any rotating member (with the same agreement as the rotating element) of the power transmission device 14 that rotates with the rotation of the engine 12, and is driven by the engine 12 to supply oil pressure. The EOP 66 supplies oil pressure by being driven by an electronic control device 90 described later, for example, when the rotation of the engine 12 is stopped (for example, when the motor is running when the operation of the engine 12 is stopped). The linear solenoid valve SL1 regulates the engagement hydraulic pressure (also referred to as CL1 hydraulic pressure Pcl1) supplied to the clutch CL1 using the line hydraulic pressure PL as the original pressure. The linear solenoid valve SL2 regulates the engagement hydraulic pressure (also referred to as BR1 hydraulic pressure Pbr1) supplied to the brake BR1 using the line hydraulic pressure PL as the original pressure. The linear solenoid valve SL3 regulates the engagement hydraulic pressure (also referred to as CLc hydraulic pressure Pclc) supplied to the clutch CLc using the line hydraulic pressure PL as the main pressure. The linear solenoid valves SL1, SL2, and SL3 have basically the same configuration, and the electronic control device 90 independently excites, de-excites, and controls the current, and makes each of the hydraulic Pcl1, Pbr1, and Pclc independent. Adjust the pressure. The operating state of each engaging element (clutch CL1, brake BR1, clutch CLc) is switched according to the respective hydraulic pressures Pcl1, Pbr1, and Pclc supplied from the hydraulic control circuit 60.

Returning to FIG. 1, the first differential mechanism 38 is in a direct connection state, a reverse rotation speed change state of the engine 12, a neutral state (neutral state), and an internal lock state by switching the operating states of the clutch CL1 and the brake BR1. It is possible to form four states. Specifically, the first differential mechanism 38 is in a directly connected state in which each rotating element of the first differential mechanism 38 is integrally rotated in the engaged state of the clutch CL1. Further, in the first differential mechanism 38, the rotation of the first ring gear R1 is set to zero [rpm] in the engaged state of the brake BR1, and the first sun gear S1 (first difference) with respect to the normal rotation of the engine rotation speed Ne. The output rotating member of the moving mechanism 38) is set to the reverse rotation speed change state of the engine 12 in which the rotation is negative. Further, the first differential mechanism 38 is in a neutral state in which the differential of the first differential mechanism 38 is allowed in the released state of the clutch CL1 and the released state of the brake BR1. Further, the first differential mechanism 38 is in an internal lock state in which each rotating element of the first differential mechanism 38 stops rotating in the engaged state of the clutch CL1 and the engaged state of the brake BR1.

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

The first power transmission unit 20 can form an electric continuously variable transmission that operates at a power division ratio different from the power division ratio in the second differential mechanism 40. That is, in the first power transmission unit 20, in addition to the first sun gear S1 (third rotating element RE3) and the second ring gear R2 (sixth rotating element RE6) being connected, the clutch CLc is engaged. By connecting the first ring gear R1 (second rotating element RE2) and the second carrier C2 (fifth rotating element RE5), the first differential mechanism 38 and the second differential mechanism 40 become 1 An electric type that constitutes two differential mechanisms and operates the entire first differential mechanism 38 and the second differential mechanism 40 at a power division ratio different from the power division ratio of the second differential mechanism 40 alone. It is possible to function as a continuously variable transmission.

In the first power transmission unit 20, the first differential mechanism 38 in which the above-mentioned four states are formed and the second differential mechanism 40 are connected, and the vehicle 10 switches the operating state of the clutch CLc. In addition, it is possible to realize a plurality of driving modes described later.

In the first power transmission unit 20 configured in this way, the power of the engine 12 and the power of the first rotary machine MG1 are transmitted to the output shaft 24. Therefore, the engine 12 and the first rotary machine MG1 are connected to the drive wheels 16 via the first power transmission unit 20 so as to be able to transmit power.

The second power transmission unit 22 is arranged coaxially with the input shaft 36 (or the output shaft 24), and includes a second rotary machine MG2 and a reduction mechanism 44 connected to the output shaft 24. The reduction mechanism 44 uses a third ring gear R3 that meshes with the third sun gear S3 via a third carrier C3 and a third pinion gear P3 that support the third sun gear S3, the third pinion gear P3, and the third pinion gear P3 so as to rotate and revolve. It is a known single pinion type planetary gear mechanism having. The third sun gear S3 is an input element connected to the rotor shaft 46 of the second rotary machine MG2. The third ring gear R3 is a reaction force element connected to the case 18. The third carrier C3 is an output element connected to the output shaft 24. The reduction mechanism 44 configured in this way decelerates the MG2 rotation speed Nm and transmits it to the output shaft 24. As a result, in the second power transmission unit 22, the power of the second rotary machine MG2 is transmitted to the output shaft 24 without passing through the first power transmission unit 20. Therefore, the second rotary machine MG2 is connected to the drive wheels 16 so as to be able to transmit power without going through the first power transmission unit 20. That is, the second rotary machine MG2 is a rotary machine that is connected to the drive shaft 34, which is an output rotating member of the power transmission device 14, so as to be able to transmit power without going through the first power transmission unit 20. The output rotating member of the power transmission device 14 is an output rotating member connected to the drive wheels 16, and in addition to the drive shaft 34, the output shaft 24, the propeller shaft 26, and the like are also agreed.

The power transmission device 14 configured in this way is suitably used for FR (front engine / rear drive) type vehicles. Further, in the power transmission device 14, the power of the engine 12, the power of the first rotary machine MG1 and the power of the second rotary machine MG2 are transmitted to the output shaft 24, and the differential gear 32 and the drive shaft 34 are transmitted from the output shaft 24. Etc. are sequentially transmitted to the drive wheels 16.

The vehicle 10 includes an electronic control device 90 as a controller including a control device of the vehicle 10 related to control of the engine 12, the power transmission device 14, and the like. The electronic control device 90 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control device 90 is designed to execute output control of the engine 12, the first rotating machine MG1, and the second rotating machine MG2, switching control of the traveling mode described later, and the like, and if necessary, the engine. It is divided into control, rotary machine control, hydraulic control, etc.

The electronic control device 90 includes various sensors provided in the vehicle 10 (for example, an engine rotation speed sensor 70, an output rotation speed sensor 72, an MG1 rotation speed sensor 74 such as a resolver, an MG2 rotation speed sensor 76 such as a resolver, and an accelerator open. Various signals based on the values detected by the degree sensor 78, shift position sensor 80, battery sensor 82, etc. (for example, engine rotation speed Ne, output rotation speed No, which is the rotation speed of the output shaft 24 corresponding to vehicle speed V, MG1 rotation speed Ng, MG2 rotation speed Nm, accelerator opening θacc, shift lever operation position (shift position) POSsh such as "P", "R", "N", "D", battery temperature THbat of battery unit 52 and battery charge (Discharge current Ibat, battery voltage Vbat, etc.) is supplied. Further, from the electronic control device 90, various devices provided in the vehicle 10 (for example, an engine control device 54 such as a throttle actuator, a fuel injection device, and an ignition device, a power control unit 50, a hydraulic control circuit 60, an EOP 66, etc.) Command signal (for example, engine control command signal Se for controlling the engine 12, rotary machine control command signal Smg for controlling the first rotary machine MG1 and the second rotary machine MG2, each engaging element (clutch CL1, brake). The hydraulic control command signal Sp for controlling the operating state of the BR1 and the clutch CLc), the pump drive control command signal Sop for driving the EOP66, etc.) are output, respectively. The electronic control device 90 calculates the charge capacity SOC (also referred to as battery capacity SOC) of the battery unit 52 as a value indicating the charge state of the battery unit 52 based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. ..

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

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

The hybrid control unit 92 calculates the required driving torque (required driving force) Td based on the accelerator opening θacc and the vehicle speed V, and operates with low fuel consumption and a small amount of exhaust gas in consideration of the required charging value (charging required power) and the like. The required drive torque Td is generated from at least one of the engine 12, the first rotary machine MG1, and the second rotary machine MG2 so as to be.

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

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

Here, the traveling modes that can be executed by the vehicle 10 will be described with reference to FIGS. FIG. 3 is a chart showing each operating state of the clutch CL1, the brake BR1, and the clutch CLc in each traveling mode. In the chart of FIG. 3, ○ indicates the engagement of the engaging elements (clutch CL1, brake BR1, clutch CLc), blank indicates release, and Δ indicates the engine in which the engine 12 in the stopped operation state is rotated. It indicates that when a brake (also called an engine brake) is used in combination, one of them may be engaged or both may be engaged depending on the situation. Further, "G" indicates that the rotating machine (MG1, MG2) mainly functions as a generator, and "M" mainly functions as a motor when driving the rotating machine (MG1, MG2), and mainly as a generator during regeneration. It is shown to function as. As shown in FIG. 3, the vehicle 10 can selectively realize the EV traveling mode and the HV traveling mode as the traveling modes. The EV drive mode includes a single drive EV mode, which is a control mode in which a motor can run with the second rotary machine MG2 as a single power source, and a motor run with the first rotary machine and the second rotary machine MG2 as a power source. It has two modes, a dual drive EV mode, which is a possible control mode. The HV driving modes are an overdrive (O / D) input split mode (hereinafter referred to as O / DHV mode), an underdrive (U / D) input split mode (hereinafter referred to as U / DHV mode), and a fixed stage mode. It has three modes:

FIG. 4-FIG. 18 is a collinear diagram capable of relatively representing the rotation speeds of the rotating elements RE1-RE6 in each of the first differential mechanism 38 and the second differential mechanism 40. In this co-line diagram, the vertical lines Y1-Y4 representing the rotation speed of each rotating element are in order from the left toward the paper surface, and the vertical line Y1 is the second sun gear which is the fourth rotating element RE4 to which the first rotating machine MG1 is connected. The rotation speed of S2, the vertical line Y2 is the rotation speed of the first carrier C1 which is the first rotation element RE1 to which the engine 12 (see "ENG" in the figure) is connected, and the vertical line Y3 is via the brake BR1. The rotational speed of the first ring gear R1 which is the second rotating element RE2 selectively connected to the case 18, and the second rotating element RE5 which is the fifth rotating element RE5 connected to the output shaft 24 (see "OUT" in the figure). The rotation speed of the carrier C2 is indicated by vertical lines Y4, respectively, indicating the rotation speeds of the first sun gear S1 which is the third rotation element RE3 and the second ring gear R2 which is the sixth rotation element RE6. The second rotary machine MG2 is connected to the output shaft 24 via a reduction mechanism 44. The arrows in the white squares (□) indicate MG1 torque Tg, the arrows in white circles (◯) indicate engine torque Te, and the arrows in black circles (●) indicate MG2 torque Tm. Further, the clutch CL1 that selectively connects the first carrier C1 and the first ring gear R1 is shown in white, the clutch CL1 is in the released state, and the clutch CL1 is shown in hatching (diagonal line). The engaged state of CL1 is shown respectively. Further, the white diamond mark (◇) in the brake BR1 that selectively connects the first ring gear R1 to the case 18 indicates the released state of the brake BR1, and the black diamond mark (◆) indicates the engaged state of the brake BR1. .. Further, the white diamond mark (◇) in the clutch CLc that selectively connects the first ring gear R1 and the second carrier C2 indicates the released state of the clutch CLc, and the black diamond mark (◆) indicates the engaged state of the clutch CLc. Shown. Further, the straight line representing the rotational speed of the first differential mechanism 38 is shown by a broken line, and the straight line representing the rotational speed of the second differential mechanism 40 is shown by a solid line. The arrow in the black circle (●) is driven by the power generated by the first rotary machine MG1 by the power of the engine 12 divided into the first rotary machine MG1 and / or the power supplied from the battery unit 52. It is the MG2 torque Tm by the second rotary machine MG2, and does not include the direct torque of the engine. Further, the black diamond mark (◆) in the clutch CLc overlaps with the black circle mark (●), so that it is not shown in the figure. The distance between the vertical lines Y1, Y2, Y3, and Y4 is determined according to the gear ratios ρ1 and ρ2 of the differential mechanisms 38 and 40. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axes of the collinear diagram, the gear ratio ρ of the planetary gear mechanism is between the carrier and the ring gear (= number of teeth of the sun gear / ring gear). The interval corresponds to the number of teeth).

4 and 5 are collinear diagrams in the single drive EV mode. The independent drive EV mode is realized in a state where the clutch CL1, the brake BR1, and the clutch CLc are all released, as shown in the “normal” of FIG. In the single drive EV mode, the clutch CL1 and the brake BR1 are released, the differential of the first differential mechanism 38 is allowed, and the first differential mechanism 38 is set to the neutral state. The hybrid control unit 92 stops the operation of the engine 12 and outputs the MG2 torque Tm for traveling from the second rotary machine MG2. FIG. 4 shows a case where the second rotary machine MG2 is rotating forward (that is, the rotation direction of the second carrier C2 when the vehicle 10 is moving forward) and is outputting a positive torque. Further, FIG. 5 shows a case in which the second rotary machine MG2 outputs a negative torque in a negative rotation (that is, a rotation direction of the second carrier C2 in the reverse rotation of the vehicle 10) when the vehicle is in reverse rotation. While the vehicle is running, the second carrier C2 connected to the output shaft 24 is rotated in conjunction with the rotation of the second rotary machine MG2 (here, the rotation of the drive wheels 16 is also agreed). In the single drive EV mode, since the clutch CLc is further released, the engine 12 and the first rotary machine MG1 are not rotated, respectively, and the engine rotation speed Ne and the MG1 rotation speed Ng can be set to zero. As a result, it is possible to reduce the drag loss of each of the engine 12 and the first rotary machine MG1 and improve the electric cost (that is, suppress the power consumption). The hybrid control unit 92 maintains the MG1 rotation speed Ng at zero by feedback control. Alternatively, the hybrid control unit 92 executes control (d-axis lock control) to pass a current through the first rotary machine MG1 so that the rotation of the first rotary machine MG1 is fixed, and maintains the MG1 rotation speed Ng at zero. To do. Alternatively, even if the MG1 torque Tg is set to zero, it is not necessary to add the MG1 torque Tg when the MG1 rotation speed Ng can be maintained at zero by the cogging torque of the first rotating machine MG1. Even if the control for maintaining the MG1 rotation speed Ng at zero is performed, the first power transmission unit 20 is in a neutral state in which the reaction force of the MG1 torque Tg cannot be taken, so that the drive torque is not affected. Alternatively, in the single drive EV mode, the first rotary machine MG1 may be idled with no load.

6 and 7 are collinear diagrams in the dual drive EV mode. The dual drive EV mode is realized in a state where the clutch CL1 and the brake BR1 are engaged and the clutch CLc is released, as shown in "both drives" in FIG. In the dual drive EV mode, the clutch CL1 and the brake BR1 are engaged, the differential of the first differential mechanism 38 is regulated, and the rotation of the first ring gear R1 is stopped. Therefore, the rotation of any rotating element of the first differential mechanism 38 is stopped, and the first differential mechanism 38 is set to the internal locked state. As a result, the engine 12 is stopped at zero rotation, and the second ring gear R2 connected to the first sun gear S1 is also fixed at zero rotation. When the second ring gear R2 is fixed so as not to rotate, the reaction torque of MG1 torque Tg can be obtained by the second ring gear R2, so that the torque based on MG1 torque Tg is mechanically output from the second carrier C2 to drive the drive wheels. It can be transmitted to 16. The hybrid control unit 92 stops the operation of the engine 12 and outputs MG1 torque Tg and MG2 torque Tm for traveling from the first rotating machine MG1 and the second rotating machine MG2, respectively. FIG. 6 shows a case in which the first rotary machine MG1 and the second rotary machine MG2 are both in the forward rotation and output positive torque in the forward rotation. Further, FIG. 7 shows a case in which the first rotary machine MG1 and the second rotary machine MG2 are both in reverse rotation and output negative torque in negative rotation.

As shown in the description using FIGS. 4 to 7, the single drive EV mode drives the vehicle 10 only by the second rotary machine MG2, and the double drive EV mode drives the first rotary machine MG1 and the second rotary machine MG2. It is possible to drive the vehicle 10. Therefore, in the case of motor traveling, when the load is low, the independent drive EV mode is established and the second rotary machine MG2 is used for independent travel, and when the load is high, the double drive EV mode is established and the first rotary machine is established. Both are driven by MG1 and the second rotary machine MG2. Regeneration during vehicle deceleration, including engine running, is mainly executed by the second rotary machine MG2.

When regenerative control is performed by the second rotary machine MG2 while traveling in the single drive EV mode, the engine 12 whose operation has been stopped is not rotated and is stopped at zero rotation, so a large amount of regeneration should be taken. Can be done. On the other hand, if the battery unit 52 is in a fully charged state during traveling in the independent drive EV mode, regenerative energy cannot be obtained, so that braking torque cannot be obtained by the regenerative brake. When running in the single drive EV mode, if the battery unit 52 is in a fully charged state and regenerative energy cannot be obtained, braking torque is obtained with the engine brake, or if the battery unit 52 is nearly fully charged, the engine brake is also used. It is conceivable to do. From another point of view, if the battery capacity SOC decreases during traveling in the single drive EV mode and it becomes difficult to secure the electric power to be supplied to the second rotary machine MG2, the second rotary machine MG2 cannot be driven. If the battery capacity SOC drops during driving in the single drive EV mode, it is conceivable to switch to engine driving. From the above, the EV driving mode has a standby mode in which the engine brake is applied promptly or a preparation for promptly switching to the engine driving is provided, and an emblem combined mode in which the engine brake is used in combination. ..

8 and 9 are collinear diagrams in the standby mode in the EV traveling mode, respectively. This standby mode is realized in a state where the clutch CL1 or the clutch CLc is engaged, as shown in the “standby mode” of FIG. When the clutch CL1 or the clutch CLc is engaged, the engine 12 can be put into a rotating state, but in this standby mode, the first rotary machine MG1 is idled with no load, so that the engine 12 in the stopped operation is zero. It is stopped by rotation. Therefore, in this standby mode, the motor running or regeneration control can be performed by the second rotary machine MG2 without applying the engine brake. From the standby mode, the engine rotation speed Ne is raised by the first rotary machine MG1 and the reaction force of the engine torque Te (negative value) is taken by the first rotary machine MG1, so that the engine corresponds to the engine rotation speed Ne. The brake can be applied. Further, from the state of the standby mode, the engine rotation speed Ne can be increased and ignited by the first rotary machine MG1, so that the engine running can be started.

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

The operating state of each engaging element in the standby mode in which the clutch CLc is engaged as shown in FIG. 9 is the same as the operating state of each engaging element in the forward traveling in the O / DHV mode of the HV traveling mode described later. Is. For convenience, the standby mode in which the clutch CLc is engaged is referred to as a standby mode in the O / D input split.

10 and 11 are collinear diagrams in the EV traveling mode and the engine braking combined mode, respectively. This engine braking combined mode is realized in a state where the clutch CL1 or the clutch CLc is engaged, as shown in the "engine braking combined use" of FIG. When the clutch CL1 or the clutch CLc is engaged, the engine 12 is brought into a rotating state. Therefore, in this emblem combined mode, the engine torque Te (negative value) is controlled by the first rotary machine MG1 while controlling the engine rotation speed Ne. By taking the reaction force of, the engine brake can be applied according to the engine rotation speed Ne. Therefore, in this emblem combined mode, the engine brake can be applied in addition to or in place of the regenerative brake by the second rotary machine MG2. The engine brake can also be applied by engaging the clutch CL1 and the clutch CLc. In this case, it is not necessary to take the reaction force of the engine torque Te (negative value) in the first rotary machine MG1. The operating state of each engaging element (clutch CL1, brake BR1, clutch CLc) in the emblem combined mode in which the clutch CL1 and the clutch CLc are engaged is the state of each engaging element in the direct connection fixed stage mode of the HV traveling mode described later. It is in the same state as the operating state.

The operating state of each engaging element (clutch CL1, brake BR1, clutch CLc) in the emblem combined mode in which the clutch CL1 is engaged as shown in FIG. 10 is the forward traveling in the U / DHV mode of the HV traveling mode described later. It is the same state as the operating state of each engaging element in. Although the engine 12 is not operated in the emblem combined mode, the emblem combined mode in which the clutch CL1 is engaged is referred to as an emblem combined mode in the U / D input split for convenience.

The operating state of each engaging element in the emblem combined mode in which the clutch CLc is engaged as shown in FIG. 11 is the same as the operating state of each engaging element in the forward traveling in the O / DHV mode of the HV traveling mode described later. It is in a state. For convenience, the emblem combined mode in which the clutch CLc is engaged is referred to as an emblem combined mode in the O / D input split.

FIG. 12 is a collinear diagram in forward traveling in the U / DHV mode of the HV traveling mode. The forward running in the U / DHV mode (hereinafter referred to as the U / DHV mode (forward)) is a state in which the clutch CL1 is engaged and the brake is as shown in the “forward” of the “U / D input split” in FIG. It is realized with BR1 and the clutch CLc released. In the U / DHV mode (forward), the clutch CL1 is engaged and the brake BR1 is released, and the first differential mechanism 38 is in a directly connected state. Therefore, the power of the engine 12 input to the first carrier C1 is input. Is directly transmitted to the second ring gear R2 connected to the first sun gear S1. In addition, in the U / DHV mode (forward), the clutch CLc is released, and the second differential mechanism 40 alone constitutes an electric continuously variable transmission. As a result, the first power transmission unit 20 can divide the power of the engine 12 input to the second ring gear R2 into the second sun gear S2 and the second carrier C2. That is, in the first power transmission unit 20, the direct torque of the engine is mechanically transmitted to the second carrier C2 by taking the reaction force of the engine torque Te input to the second ring gear R2 by the first rotary machine MG1. At the same time, the generated power of the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electric path. The hybrid control unit 92 drives (starts) the engine 12 and outputs MG1 torque Tg, which is a reaction torque with respect to the engine torque Te, by the power generation of the first rotary machine MG1, and the generated power of the first rotary machine MG1 is used to output the MG1 torque Tg. The MG2 torque Tm is output from the two-turn machine MG2. The hybrid control unit 92 can also drive the second rotary machine MG2 by adding the power supplied from the battery unit 52 to the generated power of the first rotary machine MG1. FIG. 12 shows a case where the second rotary machine MG2 is traveling forward by outputting a positive torque in the forward rotation. In the U / DHV mode (forward) described above, the clutch CL1 is engaged (that is, the clutch CL1 is engaged and the clutch CLc is released) by engaging the clutch CL1 which is an engaging element of either the clutch CL1 or the clutch CLc. This is the first traveling mode in which the engine torque (output torque) Te of the engine 12 is increased and transmitted to the output shaft 24.

FIG. 13 is a collinear diagram in forward traveling in the O / DHV mode of the HV traveling mode. The forward running in the O / DHV mode (hereinafter referred to as the O / DHV mode (forward)) is a state in which the clutch CL1 and the brake BR1 are released, as shown in the “forward” of the “O / D input split” in FIG. Moreover, it is realized in a state where the clutch CLc is engaged. In the O / DHV mode (forward), the clutch CLc is engaged, and the first differential mechanism 38 and the second differential mechanism 40 form one differential mechanism. In addition, in the O / DHV mode (forward), the clutch CL1 and the brake BR1 are released, and the first differential mechanism 38 and the second differential mechanism 40 as a whole are combined with the second differential mechanism 40 alone. An electric continuously variable transmission that operates at a power division ratio different from that of the above is configured. As a result, the first power transmission unit 20 can divide the power of the engine 12 input to the first carrier C1 into the second sun gear S2 and the second carrier C2. That is, in the first power transmission unit 20, the direct torque of the engine is mechanically transmitted to the second carrier C2 by taking the reaction force of the engine torque Te input to the first carrier C1 by the first rotary machine MG1. At the same time, the generated power of the first rotating machine MG1 by the power of the engine 12 divided into the first rotating machine MG1 is transmitted to the second rotating machine MG2 via a predetermined electric path. The hybrid control unit 92 drives (starts) the engine 12 and outputs MG1 torque Tg, which is a reaction torque with respect to the engine torque Te, by the power generation of the first rotary machine MG1, and the generated power of the first rotary machine MG1 is used to output the MG1 torque Tg. The MG2 torque Tm is output from the two-turn machine MG2. FIG. 13 shows a case where the second rotary machine MG2 is moving forward while outputting a positive torque in the forward rotation. In the O / DHV mode (forward) described above, the clutch CLc, which is an engaging element different from the engaging element of either the clutch CL1 or the clutch CLc, is engaged (that is, the clutch CLc is engaged). By releasing the clutch CL1), the engine torque (output torque) Te of the engine 12 is reduced and transmitted to the output shaft 24 in the second traveling mode.

FIG. 14 is a collinear diagram of the reverse running in the U / DHV mode of the HV running mode, and the rotation and torque of the engine 12 with respect to the configuration achieving the function as an electric continuously variable transmission Is input in reverse to a negative value, which is the case of engine reverse input. The reverse running with the U / DHV mode engine reverse input (hereinafter referred to as U / DHV mode reverse input (reverse)) is shown in the "engine reverse input" of the "reverse" of the "U / D input split" of FIG. As described above, the brake BR1 is engaged and the clutch CL1 and the clutch CLc are released. At the U / DHV mode reverse input (reverse), the clutch CL1 is released and the brake BR1 is engaged, and the first differential mechanism 38 is in the reverse rotation speed change state of the engine 12, so that the first carrier C1 is engaged. The input power of the engine 12 is transmitted to the second ring gear R2 connected to the first sun gear S1 by negative rotation and negative torque. In addition, at the U / DHV mode reverse input (reverse), the clutch CLc is released, and the second differential mechanism 40 alone constitutes an electric continuously variable transmission. As a result, the first power transmission unit 20 can divide the power of the engine 12 that is input in reverse to the second ring gear R2 into the second sun gear S2 and the second carrier C2. The hybrid control unit 92 drives (starts) the engine 12, outputs MG1 torque Tg, which is a reaction torque with respect to the engine torque Te, by the force running of the first rotary machine MG1, and uses the power supplied from the battery unit 52 to output the MG1 torque Tg. The MG2 torque Tm is output from the two-turn machine MG2. FIG. 14 shows a case where the second rotary machine MG2 outputs a negative torque in a negative rotation and travels backward. Further, in the U / DHV mode reverse input (reverse), the power of the engine 12 is transmitted to the second ring gear R2 by negative rotation and negative torque, so that the drive torque for reverse travel is output together with the MG2 torque Tm. Can be done. The second rotary machine MG2 may output a positive torque in a negative rotation in order to generate electric power used for power running of the first rotary machine MG1. Since the absolute value is larger than the MG2 torque Tm, it is possible to drive backward.

FIG. 15 is a collinear diagram in the reverse travel in the U / DHV mode of the HV travel mode, and is the case of the engine forward rotation input. The reverse running with the U / DHV mode engine forward rotation input (hereinafter referred to as U / DHV mode forward rotation input (reverse)) is the "engine forward rotation input" of "reverse" of the "U / D input split" in FIG. As shown in the above, the clutch CL1 is engaged and the brake BR1 and the clutch CLc are released. In the U / DHV mode forward rotation input (reverse), the clutch CL1 is engaged and the brake BR1 is released, and the first differential mechanism 38 is in a directly connected state. Therefore, the engine input to the first carrier C1 The power of 12 is directly transmitted to the second ring gear R2 connected to the first sun gear S1. In addition, in the U / DHV mode forward rotation input (reverse), the clutch CLc is released, and the second differential mechanism 40 alone constitutes an electric continuously variable transmission. As a result, the first power transmission unit 20 can divide the power of the engine 12 input to the second ring gear R2 into the second sun gear S2 and the second carrier C2. The hybrid control unit 92 operates (drives) the engine 12, outputs MG1 torque Tg which is a reaction torque with respect to the engine torque Te by the power generation of the first rotary machine MG1, and uses the generated power of the first rotary machine MG1 to output the MG1 torque Tg. The MG2 torque Tm is output from the two-turn machine MG2. FIG. 15 shows a case where the second rotary machine MG2 outputs a negative torque in a negative rotation and travels backward. Although the direct engine torque is positive torque, it is driven by the generated power of the first rotating machine MG1 (or is driven by adding the power supplied from the battery unit 52 to the generated power of the first rotating machine MG1. Since the output torque (negative value (negative torque)) of the second rotary machine MG2 has an absolute value larger than the engine direct torque, it is possible to drive backward.

FIG. 16 is a collinear diagram in reverse travel in the O / DHV mode of the HV travel mode, and is a case of normal engine rotation input. The reverse running with the engine forward rotation input in O / DHV mode (hereinafter referred to as O / DHV mode forward rotation input (reverse)) is the "engine forward rotation input" of "reverse" of "O / D input split" in FIG. As shown in the above, the clutch CL1 and the brake BR1 are released, and the clutch CLc is engaged. In the O / DHV mode forward rotation input (reverse), the clutch CLc is engaged, and the first differential mechanism 38 and the second differential mechanism 40 form one differential mechanism. In addition, in the O / DHV mode forward rotation input (reverse), the clutch CL1 and the brake BR1 are released, and the first differential mechanism 38 and the second differential mechanism 40 as a whole are combined with the second differential mechanism. An electric continuously variable transmission that operates at a power division ratio different from the power division ratio of the 40 alone is configured. As a result, the first power transmission unit 20 can divide the power of the engine 12 input to the first carrier C1 into the second sun gear S2 and the second carrier C2. The hybrid control unit 92 drives (starts) the engine 12 and outputs MG1 torque Tg, which is a reaction torque with respect to the engine torque Te, by the power generation of the first rotary machine MG1, and the generated power of the first rotary machine MG1 is used to output the MG1 torque Tg. The MG2 torque Tm is output from the two-turn machine MG2. FIG. 16 shows a case where the second rotary machine MG2 outputs a negative torque in a negative rotation and travels backward. Although the direct torque of the engine is a positive torque, it is possible to drive in the reverse direction as in the case of the U / DHV mode forward rotation input (reverse).

As shown in the description using FIGS. 12-16, in the U / DHV mode and the O / DHV mode, the power of the engine 12 is relative to the configuration that achieves the function as an electric continuously variable transmission. The rotating elements to which are input are different, and the power division ratio when the first power transmission unit 20 functions as an electric continuously variable transmission is different. That is, the ratio of each output torque and each rotation speed of the rotary machines MG1 and MG2 to the engine 12 can be changed between the O / DHV mode and the U / DHV mode. The operating state of the clutch CLc is switched in order to change the ratio of each output torque and each rotation speed of the rotating machines MG1 and MG2 to the engine 12 while the engine is running.

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

FIG. 17 is a collinear diagram in the fixed stage mode of the HV traveling mode, and is a case of direct connection in which the rotating elements of the first differential mechanism 38 and the second differential mechanism 40 are integrally rotated. The direct connection of the fixed stage mode (hereinafter referred to as the direct connection fixed stage mode) is a state in which the clutch CL1 and the clutch CLc are engaged and the brake BR1 is as shown in "Direct connection" of "Advance" of "Fixed stage" in FIG. Is realized in the released state. In the direct connection fixed stage mode, the clutch CL1 is engaged and the brake BR1 is released, and the first differential mechanism 38 is in the direct connection state. In addition, in the direct connection fixed stage mode, the clutch CLc is engaged, and each rotating element of the first differential mechanism 38 and the second differential mechanism 40 is integrally rotated. As a result, the first power transmission unit 20 can directly output the power of the engine 12 from the second carrier C2. The hybrid control unit 92 outputs the engine torque Te for traveling from the engine 12. In this direct connection fixed stage mode, the first rotating machine MG1 can be driven by the electric power from the battery unit 52, and the power of the first rotating machine MG1 can be directly output from the second carrier C2. Further, in this direct connection fixed stage mode, the second rotary machine MG2 can be driven by the electric power from the battery unit 52, and the power of the second rotary machine MG2 can be transmitted to the drive wheels 16. Therefore, in addition to outputting the engine torque Te, the hybrid control unit 92 may output the running torque from at least one of the first rotating machine MG1 and the second rotating machine MG2. That is, in the direct connection fixed stage mode, the vehicle 10 may be driven only by the engine 12, or torque assist may be performed by the first rotary machine MG1 and / or the second rotary machine MG2.

FIG. 18 is a collinear diagram in the fixed stage mode of the HV traveling mode, and is a case where the second carrier C2 is fixed so as not to rotate, and the output shaft is fixed. The fixed output shaft mode (hereinafter referred to as the fixed output shaft mode) engages the brake BR1 and the clutch CLc as shown in "Fixed output shaft" of "Advance" of "Fixed stage" in FIG. It is realized in a state and a state in which the clutch CL1 is released. In the output shaft fixed stage mode, the clutch CLc is engaged, and the first differential mechanism 38 and the second differential mechanism 40 form one differential mechanism. In addition, in the output shaft fixed stage mode, the brake BR1 is engaged and the clutch CL1 is released, so that the second carrier C2 is fixed so as not to rotate. As a result, in the first power transmission unit 20, the reaction force of the power of the engine 12 input to the first carrier C1 can be taken by the first rotary machine MG1. Therefore, in the output shaft fixed stage mode, the battery unit 52 can be charged with the power generated by the first rotary machine MG1 powered by the engine 12. The hybrid control unit 92 drives (starts) the engine 12, takes a reaction force against the power of the engine 12 by the power generation of the first rotary machine MG1, and transmits the generated power of the first rotary machine MG1 via the power control unit 50. The battery unit 52 is charged. In this output shaft fixed stage mode, since the second carrier C2 is fixed so as not to rotate, the battery unit 52 is exclusively charged when the vehicle 10 is stopped. As shown in the description using FIGS. 17 and 18, the clutch CLc is engaged in the direct connection fixed stage mode and the output shaft fixed stage mode of the HV traveling mode.

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

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

FIG. 19 is a diagram showing an example of a travel mode switching map used for switching control between the first travel mode, that is, the U / DHV mode (forward) and the second travel mode, that is, the O / DHV mode (advance) during forward travel. .. In the driving mode switching map of FIG. 19, the vehicle speed V (km / h) and the required driving torque (required driving force) Td (Nm) required by the driver are set as predetermined parameters in the first traveling mode selection area S1 and the second. It is a pre-experimentally or design-determined and stored (that is, predetermined) relationship having a boundary line with the traveling mode selection area S2. In the travel mode switching map of FIG. 19, the hybrid control unit 92 is in the first travel mode when the travel state indicated by the actual vehicle speed V and the required drive torque Td is within the first travel mode selection area S1. The DHV mode (forward) is selected, and when the traveling state is within the second traveling mode selection area S2, the O / DHV mode (forward), which is the second traveling mode, is selected. Further, when the output torque of the engine 12 is the same in the first traveling mode and the second traveling mode, the U / DHV mode (forward), which is the first traveling mode, is the second traveling mode. Compared to the O / DHV mode (forward), the output torque of the engine 12 is increased and transmitted to the output shaft 24. Further, when the driving mode selected in the driving mode switching map of FIG. 19 is the same as the current driving mode, the hybrid control unit 92 establishes the current driving mode as it is, while the driving mode of FIG. 19 If the driving mode selected on the switching map is different from the current driving mode, the selected driving mode is established in place of the current driving mode.

The traveling mode switching map of FIG. 19 is a map in which the traveling mode switching map of FIG. 20 and the traveling mode switching map of FIG. 21 are combined, that is, the required drive torque Td is achieved as shown in the traveling mode switching map of FIG. Mode that can be achieved in the area SA where the availability is divided into U / DHV mode (forward) and O / DHV mode (forward), that is, the required drive torque Td cannot be achieved in O / DHV mode (U / DHV mode (forward)) Is selected, and in the area SB (see FIG. 20) that can be achieved in both the U / DHV mode (forward) and the O / DHV mode (forward), it is displayed as the one with better fuel efficiency as shown in the driving mode switching map of FIG. It is a map that can select the mode (U / DHV mode (forward) or O / DHV mode (forward)). The superiority in terms of fuel consumption described above means that the power transmission efficiency is good in the vehicle 10. For example, assuming that the operating point of the engine 12 and the operating point of the second rotating machine MG2 are the same, the first rotation The power transmission efficiency of the vehicle 10 is determined by the efficiency of the machine MG1.

When the U / DHV mode or the O / DHV mode is established, the hybrid control unit 92 takes charge of the reaction force with respect to the power of the engine 12 by the power generation of the first rotary machine MG1, so that the engine direct torque reaches the second carrier C2. By driving the second rotary machine MG2 with the power generated by the first rotary machine MG1, torque is transmitted to the drive wheels 16 to enable the engine to run. In the U / DHV mode or the O / DHV mode, the hybrid control unit 92 has an engine operating point in consideration of the optimum fuel line of the known engine 12 (that is, an engine operating point represented by an engine rotation speed Ne and an engine torque Te). The engine 12 is driven by. In this U / DHV mode or O / DHV mode, it is also possible to drive the second rotary machine MG2 by adding the power from the battery unit 52 to the generated power of the first rotary machine MG1.

In both the U / DHV mode and the O / DHV mode, the first power transmission unit 20 is made to function as an electric continuously variable transmission. Further, the state in which the reduction ratio I of the first power transmission unit 20 is “1” is the same as the state in the direct connection fixed stage mode in which the clutch CL1 and the clutch CLc are both engaged (see FIG. 17). Therefore, the hybrid control unit 92 switches between the U / DHV mode in which the clutch CL1 is engaged and the O / DHV mode in which the clutch CLc is engaged when the reduction ratio I is in the synchronized state of "1". It is executed by switching each operating state of the clutch CL1 and the clutch CLc (via a state equivalent to the direct connection fixed stage mode). Alternatively, the hybrid control unit 92 switches between the U / DHV mode in which the clutch CL1 is engaged and the O / DHV mode in which the clutch CLc is engaged, so-called switching between the clutch CL1 and the clutch CLc. It may be executed by the shift control of the clutch to clutch.

Here, as shown in the travel mode switching map of FIG. 19, the first travel mode, that is, the U / DHV mode (forward) and the second travel mode, that is, the O / DHV mode (forward) are shown in the vehicle speed V and the required drive torque Td. When each of the first traveling mode selection area S1 and the second traveling mode selection area S2 represented by is selected, the output limit amount A from the predetermined maximum output of the second rotary machine MG2 is predetermined. Consider the case where the value is larger than A1. In this embodiment, when the output limit amount A of the second rotary machine MG2 becomes larger than the predetermined value A1, as shown in the travel mode switching map of FIG. 22, the second is shown in the travel mode switching map of FIG. The travel mode selection area S2 is reduced to expand the first travel mode selection area S1 shown in the travel mode switching map of FIG. In the electronic control device 90, the first traveling mode selection area S1 and the second traveling mode selection area S1 shown in the traveling mode switching map of FIG. 19 are shown in the traveling mode switching map of FIG. 22. In order to change to the traveling mode selection area S1 and the second traveling mode selection area S2, an area changing means, that is, an area changing unit 96 is further provided.

The area changing unit 96 determines whether or not the vehicle is traveling forward. For example, in the area changing unit 96, the hybrid control unit 92 establishes the U / DHV mode (forward) or the O / DHV mode (forward), and the shift lever operation position (shift position) POSsh is in the “D” position. In some cases, it is determined that the vehicle is traveling forward.

When the area changing unit 96 determines that the vehicle is traveling forward, the MG1 temperature Tm (° C.) of the first rotary machine MG1 is higher than the predetermined temperature threshold value Tm1 (° C.), or the electronic control unit 50 is provided. It is determined whether or not the inverter temperature Ti (° C.) of the inverter unit (inverter) is higher than the predetermined temperature threshold value Ti1 (° C.). The temperature threshold value Tm1 (° C.) is the MG1 temperature Tm of the first rotary machine MG1 set in advance by experiments or the like, which makes it more necessary to stop or reduce the drive current supplied to the first rotary machine MG1. (° C). Further, the temperature threshold value Ti1 (° C.) is an electronic control unit set in advance by experiments or the like, in which it becomes highly necessary to stop or reduce the drive current supplied to the first rotary machine MG1 and the second rotary machine MG2. The inverter temperature Ti (° C.) of the inverter unit provided in 50. In the area changing unit 96, it was determined whether or not the MG1 temperature Tm (° C.) of the first rotary machine MG1 was higher than the temperature threshold value Tm1 (° C.), but the MG1 temperature Tm (° C.) of the first rotary machine MG1 was determined. Instead of determining whether or not (° C.) is higher than the temperature threshold value Tm1 (° C.), for example, is the MG2 temperature of the second rotary machine MG2 or the temperature of the oil (ATF) higher than a predetermined temperature threshold value? You may judge whether or not.

The region changing unit 96 determines that the MG1 temperature Tm (° C.) of the first rotating machine MG1 is not higher than the temperature threshold Tm1 (° C.), that is, the MG1 temperature Tm (° C.) of the first rotating machine MG1 is equal to or less than the temperature threshold Tm1. It is determined that the temperature Ti (° C.) of the inverter unit provided in the electronic control unit 50 is not higher than the temperature threshold Ti1 (° C.), that is, the inverter temperature Ti (° C.) of the inverter unit is the temperature threshold. When it is determined that the temperature is Ti1 (° C.) or lower, for example, the inverter of the inverter section provided in the electronic control unit 50 that controls the MG2 temperature (° C.) of the second rotating machine MG2 and the drive current supplied to the second rotating machine MG2. The output limit amount A of the second rotary machine MG2 is detected based on the temperature Ti (° C.), the battery temperature THbat of the battery unit 52, the charge capacity SOC of the battery unit 52, and the like, and the output limit of the second rotary machine MG2 is detected. It is determined whether or not the quantity A is larger than a predetermined predetermined value A1. The predetermined value A1 satisfies the required drive torque Td required by the driver because the output limit amount A of the second rotary machine MG2 is relatively large and the output torque that can be output from the second rotary machine MG2 is relatively low. This is the output limit amount A of the second rotary machine MG2, which is set in advance by experiments or the like, which increases the possibility that

When the area changing unit 96 determines that the output limit amount A of the second rotary machine MG2 is not larger than the predetermined value A1, that is, determines that the output limit amount A of the second rotary machine MG2 is equal to or less than the predetermined value A1, FIG. Select the driving mode switching map of.

When the area changing unit 96 determines that the output limit amount A of the second rotary machine MG2 is larger than the predetermined value A1, the area changing unit 96 selects the traveling mode switching map of FIG. 19, and as shown in the traveling mode switching map of FIG. 22, FIG. The second travel mode selection area S2 shown in the travel mode switching map of 19 is reduced and the first travel mode selection area S1 is expanded. The broken line L3 shown in the traveling mode selection map of FIG. 22 indicates the second traveling mode selection area S2 shown in the traveling mode selection map of FIG. 19, and is the first of the traveling mode selection map of FIG. 22. 1 The driving mode selection area S1 is wider than the first driving mode selection area S1 of the driving mode selection map of FIG. 19, and the second driving mode selection area S2 of the driving mode selection map of FIG. 22 is the first driving mode selection map of FIG. 2 It is narrower than the traveling mode selection area S2.

When the travel mode switching map as shown in FIG. 19 or 20 is selected by the region changing unit 96, the hybrid control unit 92 indicates the actual vehicle speed V and the required drive torque Td in the selected travel mode switching map. When the traveling state is in the first traveling mode selection area S1, the U / DHV mode (forward) which is the first traveling mode is selected, and when the traveling state is in the second traveling mode selection area S2, the second traveling mode is selected. Select the O / DHV mode (forward).

Further, the area changing unit 96 determines that the MG1 temperature Tm (° C.) of the first rotary machine MG1 is higher than the temperature threshold value Tm1 (° C.), or the inverter temperature Ti (° C.) of the inverter unit provided in the electronic control unit 50. If it is determined that is higher than the temperature threshold value Ti1 (° C.), it is determined whether or not the direct connection fixed stage mode can be achieved.

When the area changing unit 96 determines that the direct fixed stage mode can be achieved, the hybrid control unit 92 selects the direct fixed stage mode. Further, the power transmission switching unit 94 controls the operating states of the clutch CL1, the brake BR1, and the clutch CLc so that the direct connection fixed stage mode is established when the direct connection fixed stage mode is selected by the hybrid control unit 92. To do.

Further, when the hybrid control unit 92 determines that the fixed stage mode cannot be directly achieved by the area changing unit 96 for some reason, the output of the engine 12 and the output of the first rotating machine MG1 and the second rotating machine MG2 are displayed. The output control of the engine 12 and the first rotating machine MG1 and the second rotating machine MG2 is executed so that

In FIG. 23, the output limit amount A of the second rotary machine MG2 is a predetermined value while traveling in the main part of the control operation of the electronic control device 90, that is, in the U / DHV mode (forward) or the O / DHV mode (forward). It is a flowchart explaining the control operation when it becomes larger than A1, and is executed repeatedly, for example.

In FIG. 23, first, in step S10 corresponding to the function of the area changing unit 96 (hereinafter, step is omitted), it is determined whether or not the vehicle is traveling forward in the U / DHV mode or the O / DHV mode. If the judgment of S10 is denied, this routine is terminated, but if the judgment of S10 is affirmed, S20 corresponding to the function of the area changing unit 96 is executed. In S20, the MG1 temperature Tm (° C.) of the first rotary machine MG1 is higher than the temperature threshold value Tm1 (° C.), or the inverter temperature Ti (° C.) of the inverter unit provided in the electronic control unit 50 is the temperature threshold value Ti1 (° C.). It is determined whether it is higher than ℃). When the determination of S20 is denied, that is, when it is determined that the MG1 temperature Tm of the first rotary machine MG1 is equal to or less than the temperature threshold Tm1 and the inverter temperature Ti of the inverter unit is determined to be equal to or less than the temperature threshold Ti1. Is executed when S30 corresponding to the function of the area changing unit 96 is executed, but when the determination of S20 is affirmed, that is, it is determined that the MG1 temperature Tm of the first rotary machine MG1 is higher than the temperature threshold value Tm1, or the inverter unit. When it is determined that the inverter temperature Ti is higher than the temperature threshold Ti1, S40 corresponding to the function of the area changing unit 96 is executed.

In S30, the output limit amount A of the second rotary machine MG2 is detected, and it is determined whether or not the detected output limit amount A is larger than a predetermined predetermined value A1. When the determination of S30 is denied, that is, when the output limit amount A of the second rotary machine MG2 is equal to or less than the predetermined value A1, S50 corresponding to the function of the area changing unit 96 is executed, but the determination of S30 is made. If affirmed, that is, if the output limit amount A of the second rotary machine MG2 is larger than the predetermined value A1, S60 corresponding to the function of the area changing unit 96 is executed. In S50, the travel mode switching map shown in FIG. 19 is selected. Further, in S60, the traveling mode switching map shown in FIG. 19 is selected, and as shown in the traveling mode switching map shown in FIG. 22, the second traveling mode selection area S2 shown in the traveling mode switching map of FIG. 19 is selected. Is reduced and the first traveling mode selection area S1 shown in the traveling mode switching map of FIG. 19 is enlarged.

In S40, it is determined whether or not the direct connection fixed stage mode can be achieved. If the determination of S40 is affirmed, S70 corresponding to the function of the hybrid control unit 92 is executed, but if the determination of S40 is denied, S80 corresponding to the function of the hybrid control unit 92 is executed. .. In S70, the direct connection fixed stage mode is selected. In S80, the output of the engine 12 and the first rotating machine MG1 and the second rotating machine MG2 is controlled so that the output of the engine 12 and the output of the first rotating machine MG1 and the second rotating machine MG2 decrease (output down). Is executed.

In FIG. 24, for example, while traveling in the O / DHV mode (forward), the output limit amount A of the second rotary machine MG2 becomes larger than the predetermined value A1, and in S60, the second travel mode is selected in the travel mode switching map of FIG. It is a figure which shows an example of the time chart when the area S2 is reduced and the 1st traveling mode selection area S1 is expanded. As shown in FIG. 24, the accelerator is stepped on during traveling, and the traveling state indicated by the actual vehicle speed V and the required drive torque Td moves from the second traveling mode selection area S2 to the first traveling mode selection area S1 ( (At t1 in FIG. 24), the U / DHV mode (forward), which is the first traveling mode, is selected. After that, the so-called clutch-to-clutch control in which the clutch CL1 and the clutch CLc are re-engaged is started (at t2 in FIG. 24), so that the O / DHV mode (forward) is changed to the U / DHV mode (forward). It can be switched (at t3 in FIG. 24).

In this embodiment, as shown in the flowchart of FIG. 23, when it is determined in S30 that the output limit amount A of the second rotary machine MG2 is larger than the predetermined value A1, as shown in the traveling mode switching map of FIG. 22 in S60. Since the second traveling mode selection area S2 is reduced and the first traveling mode selection area S1 is expanded, the second traveling during traveling is compared with the case where the traveling mode switching map shown in FIG. 19 is selected, for example. The U / DHV mode (forward), which is the first traveling mode, is more likely to be selected than the O / DHV mode (forward), which is the mode. Therefore, the U / DHV mode (forward) has a larger engine direct torque (output torque) transmitted to the output shaft 24 than the O / DHV mode (forward), so that the output of the second rotary machine MG2 is limited. When the amount A is large, the required drive torque Td corresponding to the output limit amount A of the second rotary machine MG2 can be suitably supplemented by the engine direct torque of the engine 12 in the U / DHV mode (forward).

As described above, according to the electronic control device 90 of the power transmission device 14 of the present embodiment, when the output limit amount A of the second rotary machine MG2 becomes larger than the predetermined value A1, the first travel mode selection area S1 expands. Therefore, when the output limit amount A of the second rotary machine MG2 is large, it becomes easier to select the U / DHV mode (forward) than to select the O / DHV mode (forward). Therefore, in the U / DHV mode (forward), the engine direct torque transmitted to the output shaft 24 is larger than in the O / DHV mode (forward), so that the output limit amount A of the second rotary machine MG2 is large. Occasionally, the required drive torque Td corresponding to the output limit amount A of the second rotary machine MG2 can be suitably supplemented by the engine direct torque of the engine 12 in the U / DHV mode (forward), and the output limit of the second rotary machine MG2. When the amount A becomes large, the required drive torque Td required by the driver can be suitably supplemented.

Further, according to the electronic control device 90 of the power transmission device 14 of the present embodiment, when the output limit amount A of the second rotary machine MG2 becomes larger than the predetermined value A1, the second travel mode selection area S2 is reduced to the first. The travel mode selection area S1 is expanded. Therefore, when the output limit amount A of the second rotary machine MG2 is large, it becomes easier to preferably select the U / DHV mode (forward) than to select the O / DHV mode (forward).

Next, another embodiment of the present invention will be described. In the following description, parts common to each other in the examples are designated by the same reference numerals and description thereof will be omitted.

FIG. 25 is a diagram illustrating an electronic control device 90 of the power transmission device 14 of another embodiment of the present invention. The electronic control device of this embodiment is different from the electronic control device 90 of the first embodiment in that the traveling mode switching map selected in S50 is changed as compared with the traveling mode switching map of FIG. Others are substantially the same as the electronic control device 90 of the first embodiment. In the driving mode switching map of FIG. 25, the vehicle speed V (km / h) and the required driving torque Td (Nm) required by the driver are set as predetermined parameters in the first driving mode selection area S1 and the second driving mode selection area S2. It is a pre-experimentally or design-determined and stored (that is, predetermined) relationship having a boundary line with the third traveling mode selection area S3. In the travel mode switching map of FIG. 25, the hybrid control unit 92 is in the first travel mode when the travel state indicated by the actual vehicle speed V and the required drive torque Td is within the first travel mode selection area S1. When the DHV mode (forward) is selected and the running state is within the second running mode selection area S2, the O / DHV mode (forward) which is the second running mode is selected, and the running state is the third running mode selection. Within the area S3, the direct connection fixed stage mode, which is the third traveling mode, is selected. Although not shown in the electronic control device of this embodiment, when the output limit amount A of the second rotary machine MG2 becomes larger than the predetermined value A1, the second traveling mode is selected as in the electronic control device 90 of the first embodiment. The area S2 is reduced and the first traveling mode selection area S1 is expanded.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in the flowchart of FIG. 23 of the above-described first embodiment, when it is determined in S30 that the output limit amount A of the second rotary machine MG2 is larger than the predetermined value A1, as shown in the traveling mode switching map of FIG. 22 in S60. The second travel mode selection area S2 was reduced and the first travel mode selection area S1 was expanded. For example, in S30, it is determined that the output limit amount A of the second rotary machine MG2 is larger than the predetermined value A1. Then, the second travel mode selection area S2 may be gradually reduced according to the output limit amount A, and the first travel mode selection area S1 may be gradually expanded according to the output limit amount A.

Further, in the above-described embodiment, the first traveling mode is the U / DHV mode (forward) and the second traveling mode is the O / DHV mode (forward), but the transmission is transmitted to the output shaft 24, for example. If it is possible to form a plurality of U / DHV modes having different torque amplification ratios of the output torques of the engines 12, the first traveling mode is set to the U / DHV mode on the side having the higher torque amplification ratio. The second traveling mode may be the U / DHV mode on the side where the torque amplification ratio is low. Further, in the above-described embodiment, the travel mode switching maps of FIGS. 19 and 25 are represented by predetermined parameters, that is, the vehicle speed V and the required drive torque Td. For example, the travel mode switching maps of FIGS. 19 and 25 are shown. , Vehicle speed V and required drive torque Td may be expressed by parameters (variables) other than.

Further, in the above-described first embodiment, the clutch CL1 that selectively engages the first rotating element RE1 and the second rotating element RE2 is exemplified as the first engaging element, but the present invention is not limited to this embodiment. For example, the first engaging element may be a clutch that selectively engages the second rotating element RE2 and the third rotating element RE3, or may selectively engage the first rotating element RE1 and the third rotating element RE3. A matching clutch may be used. In short, the first engaging element may be a clutch that engages any two rotating elements of the first rotating element RE1, the second rotating element RE2, and the third rotating element RE3.

Further, in the above-described first embodiment, a common line diagram (FIG. 4-Fig. 4) capable of relatively representing the rotation speeds of the rotating elements RE1-RE6 in each of the first differential mechanism 38 and the second differential mechanism 40. (18), the vertical line Y1 is the rotation speed of the fourth rotating element RE4 to which the first rotating machine MG1 is connected, and the vertical line Y2 is the rotating speed of the first rotating element RE1 to which the engine 12 is connected. Y3 connects the rotation speed of the second rotating element RE2 selectively connected to the case 18 via the brake BR1 and the rotation speed of the fifth rotating element RE5 connected to the output shaft 24, and the vertical line Y4 connects each other. The rotation speeds of the third rotating element RE3 and the sixth rotating element RE6 are shown, respectively, but the present invention is not limited to this embodiment. For example, the vertical line Y1 vertically indicates the rotation speed of the second rotating element RE2 selectively connected to the case 18 via the brake BR1 and the rotation speed of the fourth rotating element RE4 to which the first rotating machine MG1 is connected. The line Y2 is the rotation speed of the first rotating element RE1 to which the engine 12 is connected, the vertical line Y3 is the rotation speed of the fifth rotating element RE5 connected to the output shaft 24, and the vertical line Y4 is connected to each other. The first differential mechanism and the second difference so that the rotation speeds of the rotation elements RE1-RE6 are relatively represented in the co-figure showing the rotation speeds of the third rotation element RE3 and the sixth rotation element RE6, respectively. A dynamic mechanism may be configured. In this case, the clutch CLc is a second engaging element that selectively engages the second rotating element RE2 and the fourth rotating element RE4. In this case, the U / DHV mode reverse input (reverse), which is realized with the brake BR1 engaged, cannot be established. In the U / DHV mode (forward), it is realized in the state where the clutch CL1 is engaged, in the case of low input in which the engine rotation speed Ne is input at a constant speed, and in the case where the brake BR1 is engaged. It is possible to establish the case of high input in which the engine rotation speed Ne is increased and input.

Further, in the above-described embodiment, the first traveling mode (U / DHV mode (forward)) is established with the clutch CL1 engaged, and the second traveling mode (O) with the clutch CLc engaged. / DHV mode (forward)) has been established, but is not limited to this mode. For example, the first differential mechanism and the second differential are established so that the first traveling mode is established with the clutch CLc engaged and the second traveling mode is established with the clutch CL1 engaged. The mechanism may be configured.

In this case, in the co-line diagram that can relatively represent the rotation speeds of the rotating elements RE1-RE6 in each of the first differential mechanism and the second differential mechanism, the vertical line Y1 is the first rotating machine MG1. The rotation speed of the fourth rotating element RE4 connected to each other, the vertical line Y2 is the rotating speed of the third rotating element RE3 and the sixth rotating element RE6 connected to each other, and the vertical line Y3 is the case via the brake BR1. The rotation speed of the second rotation element RE2 selectively connected to 18 and the rotation speed of the fifth rotation element RE5 connected to the output shaft 24 are shown. The vertical line Y4 is the rotation speed of the first rotation element RE1 to which the engine 12 is connected. The rotation speed of each is shown. In this configuration, the clutch CLc is a second engaging element that selectively engages the second rotating element RE2 and the fifth rotating element RE5.

Alternatively, in a co-line diagram capable of relatively representing the rotation speeds of the rotating elements RE1-RE6 in each of the first differential mechanism and the second differential mechanism, the vertical line Y1 is connected to the case 18 via the brake BR1. The vertical line Y2 is the rotation speed of the second rotation element RE2 selectively connected and the rotation speed of the fourth rotation element RE4 to which the first rotation machine MG1 is connected, and the vertical line Y2 is connected to each other. And the rotation speed of the sixth rotation element RE6, the vertical line Y3 is the rotation speed of the fifth rotation element RE5 connected to the output shaft 24, and the vertical line Y4 is the rotation speed of the first rotation element RE1 to which the engine 12 is connected. Are shown respectively. In this configuration, the clutch CLc is a second engaging element that selectively engages the second rotating element RE2 and the fourth rotating element RE4.

Further, in the above-described first embodiment, the first differential mechanism 38 is a double pinion type planetary gear mechanism, and the second differential mechanism 40 is a single pinion type planetary gear mechanism, but the present invention is not limited to this mode. .. For example, the first differential mechanism may be configured by a single pinion type planetary gear mechanism. Alternatively, the second differential mechanism may be configured by a double pinion type planetary gear mechanism.

Further, in the above-described embodiment, the clutch CL1, the brake BR1, and the clutch CLc are wet hydraulic friction engaging devices, but they may be engaging elements whose operating states can be switched by electric power.

Further, in the above-described embodiment, the vehicle 10 is provided with the brake BR1, but the brake BR1 does not necessarily have to be provided. Even in the vehicle 10 not provided with the brake BR1, the independent drive EV mode, the HV driving mode, and the standby mode can be established, and the U / DHV mode and the O / DHV mode can be switched in the HV driving mode. Can be done. Further, the vehicle 10 is a gear train having a connection relationship in which the second power transmission unit 22 is arranged coaxially with the input shaft 36. For example, the second power transmission unit 22 is the axis of the input shaft 36. It may be a gear train having a connection relationship such that it is arranged on another axis. Further, although the invention has been described using the power transmission device 14 preferably used for the FR type vehicle 10, the present invention is appropriately used for the power transmission device used for vehicles of other types such as the FF type and the RR type. Can be applied.

It should be noted that the above is only one embodiment, and the present invention can be implemented in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

12: Engine
14: Power transmission device (power transmission device for vehicles)
24: Output shaft 38: First differential mechanism C1: First carrier (first rotating element)
R1: 1st ring gear (2nd rotating element)
S1: 1st sun gear (3rd rotating element)
40: 2nd differential mechanism S2: 2nd sun gear (4th rotating element)
C2: 2nd carrier (5th rotating element)
R2: 2nd ring gear (6th rotating element)
90: Electronic control device (control device)
92: Hybrid control unit 94: Power transmission switching unit 96: Area change unit A: Output limit amount A1: Predetermined value CL1: Clutch (first engagement element)
CLc: Clutch (second engaging element)
MG1: 1st rotary machine MG2: 2nd rotary machine S1: 1st running mode selection area S2: 2nd running mode selection area Td: Required drive torque (predetermined parameter)
V: Vehicle speed (predetermined parameter)

Claims (1)

A first differential mechanism including a first rotating element, a second rotating element, and a third rotating element, a second differential mechanism including a fourth rotating element, a fifth rotating element, and a sixth rotating element, and the first The rotation of the first engaging element that engages any two of the third rotating elements from the one rotating element, and the rotation of any one of the second rotating element, the fourth rotating element, and the fifth rotating element. It comprises a second engaging element that engages the element, the third rotating element is connected to the sixth rotating element, the fifth rotating element is connected to an output shaft, and the first rotating element is an engine. The fourth rotating element is connected to the first rotating machine, and the output shaft is a control device for a vehicle power transmission device connected to the second rotating machine.
The first traveling mode in which the output torque of the engine is transmitted to the output shaft by the engagement of one of the first engaging element and the second engaging element, and the first engagement. A second traveling mode in which the output torque of the engine is transmitted to the output shaft by engaging an engaging element different from the engaging element and one of the second engaging elements. Have and
In the first traveling mode, the output torque of the engine is increased as compared with the second traveling mode and transmitted to the output shaft.
The first traveling mode and the second traveling mode are selected based on a predetermined first traveling mode selection area and a second traveling mode selection area represented by predetermined parameters, respectively.
A control device for a power transmission device for a vehicle, characterized in that the first traveling mode selection area is expanded when the output limit amount of the second rotary machine becomes larger than a predetermined value.

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