JP2009067162A - Control device for drive device for hybrid vehicle - Google Patents

Abstract

A drive device for a hybrid vehicle having an engine and an electric motor as drive power sources, and a control device capable of avoiding a shock at the start of the engine while the motor is running.
When a predetermined condition is satisfied, a traveling state control unit 76 changes the shift map in FIG. 7 to prohibit or restrict the shift of the automatic transmission unit 20 during motor traveling. For example, when the shift of the automatic transmission unit 20 during motor running is prohibited, the engine start control is not executed during the shift of the automatic transmission unit 20, and the shift of the automatic transmission unit 20 during motor running is not performed. Is restricted, the opportunity for the engine start control to be executed during the shift of the automatic transmission 20 is reduced. Therefore, it is possible to increase the chance that the engine start control is executed during non-shifting of the automatic transmission unit 20 with a light control load based on the predetermined condition, and avoid the occurrence of shock during the start control of the engine 8. Is possible.
[Selection] Figure 6

Description

  The present invention relates to a control device for a hybrid vehicle drive device including a prime mover such as an internal combustion engine and an electric motor, and a technique for suppressing a shock at the start of the prime mover during running of the motor that runs using only the motor as a driving force source. It is about.

Conventionally, a first rotating element connected to an internal combustion engine as a prime mover, a second rotating element connected to a first electric motor, a power transmission path to a drive wheel, and a third rotating element connected to a second electric motor And a control device for a hybrid vehicle drive device that includes a differential mechanism including a differential transmission mechanism and an automatic transmission unit that constitutes a part of a power transmission path from the differential mechanism to the drive wheels and functions as an automatic transmission. It has been. For example, this is the control device for a hybrid vehicle drive device disclosed in Patent Document 1. In this control device for a hybrid vehicle drive device, when the internal combustion engine is started and the power transmission path in the automatic transmission section is cut off and the vehicle is stopped, the first motor and the second motor are the same. The rotational speed of the internal combustion engine was increased by rotating in the rotational direction, and the internal combustion engine was started. When the internal combustion engine is started during non-shifting of the automatic transmission unit when the motor travels using only the second motor as a driving force source, the first motor is rotated in the same rotational direction as the second motor. The internal combustion engine is ignited by cranking to increase the rotational speed of the internal combustion engine, and the internal combustion engine is ignited. At that time, the reaction force against the rotational resistance of the internal combustion engine and the output torque of the first motor is The reverse drive torque generated from the second motor and transmitted from the drive wheel was used. During rotation of the automatic transmission unit, the rotational speed of the second electric motor is constrained by driving wheels (vehicle speed), and the use of reverse driving torque from the driving wheels causes variations in rotational resistance of the internal combustion engine. It was absorbed.
JP 2005-264762 A JP 2006-283856 A

  The electric motor travel is performed for the purpose of improving the fuel consumption, and the driver may dare to request the electric motor travel, so that the automatic transmission may be shifted during the motor travel. Here, when an increase in the output torque is required as fast as possible, for example, when the accelerator is greatly depressed during the shift of the automatic transmission unit, cranking is performed to increase the rotation speed of the internal combustion engine. The internal combustion engine start control in which the engine is ignited is not executed after the completion of the shift of the automatic transmission unit, but the internal combustion engine even during the shift of the automatic transmission unit for early start of the internal combustion engine. Start control needs to be started. However, during the shift of the automatic transmission unit, the power transmission path in the automatic transmission unit is not completely connected, and the reverse drive torque from the drive wheel is sufficiently applied to cranking to increase the rotation speed of the internal combustion engine. Therefore, when the rotational speed of the internal combustion engine is quickly increased during cranking during shifting, more accurate control of the first and second motors can be performed compared to when the automatic shifting portion is not shifting. Required. Further, during the shifting of the automatic transmission unit, the rotational speed of the second electric motor, which is the input rotational speed of the automatic transmission unit, needs to be accurately controlled in order to establish the shifting operation of the automatic transmission unit. When the temperature of hydraulic oil used for hydraulic control of the automatic transmission unit is low, response characteristics of hydraulic control devices such as clutches and brakes with respect to the hydraulic control signal of the automatic transmission unit may vary greatly. Therefore, when the operation oil temperature of the automatic transmission unit is low and the shift operation of the automatic transmission unit and the cranking of the internal combustion engine are performed in parallel, both of them can be controlled in parallel. There is a possibility that it may be difficult, so that a shock may occur during the start control of the internal combustion engine. However, the control device for the hybrid vehicle drive device disclosed in Patent Document 1 particularly takes into consideration the above-described problems when the internal combustion engine start control and the shift operation of the automatic transmission unit are performed in parallel. It was not.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to drive the electric motor in a hybrid vehicle driving device including a prime mover and an electric motor as driving force sources for driving the vehicle. It is another object of the present invention to provide a control device that can avoid a shock at the start of the prime mover.

  In order to achieve such an object, the invention according to claim 1 includes: (a) an input shaft, a differential mechanism connected between the input shaft and a drive wheel, and a power transmission connected to the differential mechanism. An electric differential unit that controls a differential state of the differential mechanism by controlling an operation state of the first motor, and the input shaft and the drive wheel. A power transmission device including a speed change portion that constitutes a part of the power transmission path therebetween, and a second electric motor coupled to the power transmission path so as to be able to transmit power; and (b) power transmission to the input shaft. A control device for a hybrid vehicle drive device including a connected prime mover, wherein (c) when a predetermined condition is satisfied, the motor during running of the motor running with only the second motor as a driving force source; The shift of the transmission unit is prohibited or restricted.

  The invention according to claim 2 is characterized in that the case where the predetermined condition is satisfied is a case where the temperature of the lubricating fluid in the power transmission device is lower than a predetermined power transmission device temperature determination value.

  The invention according to claim 3 is characterized in that the case where the predetermined condition is satisfied is a case where the temperature of the cooling fluid in the prime mover is lower than a predetermined prime mover temperature determination value.

  The invention according to claim 4 is characterized in that the case where the predetermined condition is satisfied is a case where the temperature of the first electric motor or the second electric motor is lower than a predetermined electric motor temperature determination value.

  The invention according to claim 5 is characterized in that the case where the predetermined condition is satisfied is a case where the vehicle is running on the electric motor.

  The invention according to claim 6 is characterized in that, when the predetermined condition is satisfied, an electric motor travel region for determining the travel state of the vehicle as the electric motor travel is reduced.

  According to the first aspect of the present invention, when a predetermined condition is satisfied, the speed change of the speed change unit during running of the electric motor that runs using only the second electric motor as a driving force source is prohibited or restricted. For example, when shifting of the transmission unit during running of the electric motor is prohibited, cranking for increasing the rotational speed of the prime mover is performed and the prime mover start control (internal combustion engine start control) in which the prime mover is ignited is When the shift of the speed change unit during running of the electric motor is restricted, the opportunity for the prime mover start control to be executed during the speed change of the speed change unit is reduced. Therefore, it is possible to increase the chances that the prime mover start control is executed during non-shifting of the transmission unit with a light control load based on the predetermined condition, and it is possible to avoid the occurrence of a shock when starting the prime mover. It is.

  Here, preferably, the shift of the transmission unit being restricted means that a shift condition, which is a condition for executing the shift of the transmission unit, is changed so that an opportunity for the shift is reduced. Specifically, the speed change condition is changed to a higher vehicle speed side, and / or the speed change condition is changed to a side where the accelerator opening, which is an operation amount of the accelerator pedal, is increased.

  Further preferably, when the predetermined condition is satisfied, a shock at the start of the prime mover when the prime mover start control is executed during a shift of the transmission unit exceeds a predetermined reference. This is a predicted case. In this way, when it is recognized that the shock at the start of the prime mover is increased based on the predetermined condition, the opportunity for the prime mover start control to be executed during non-shifting of the transmission unit with a light control load increases. It is possible to avoid the occurrence of shock when starting the prime mover.

  The lower the temperature of the lubricating fluid in the power transmission device, the higher the viscosity of the lubricating fluid, and the rotational resistance of gears, bearings, etc. constituting the power transmission device increases and the responsiveness of the hydraulic control device decreases, Since variations in responsiveness and the like become large, if the prime mover start control is performed in parallel with the shift control during the shift of the transmission unit, a shock may occur during the prime mover start control. In this regard, according to the second aspect of the present invention, the case where the predetermined condition is satisfied is a case where the temperature of the lubricating fluid in the power transmission device is lower than a predetermined power transmission device temperature determination value. Thus, the opportunity for the prime mover start control to be executed during non-shifting of the speed change portion with a light control load increases, and it is possible to avoid the occurrence of a shock when starting the prime mover.

  Preferably, the power transmission device temperature determination value is a predetermined determination value for determining that shifting of the transmission unit during running of the electric motor is prohibited or restricted.

  The temperature of the cooling fluid in the prime mover corresponds to the temperature in the prime mover, and the lower the temperature of the cooling fluid in the prime mover, the higher the viscosity of the lubricating oil of the prime mover and the greater the rotational resistance of the prime mover. In addition, since the variation in the rotational resistance increases, the power transmission path in the transmission unit is not completely connected, and the reverse drive torque from the drive wheels cannot be used for cranking the prime mover. If the prime mover start control is performed in parallel with the shift control, a shock may occur during the prime mover start control. According to the third aspect of the present invention, the case where the predetermined condition is satisfied is a case where the temperature of the cooling fluid in the prime mover is lower than a predetermined prime mover temperature determination value. It is possible to use the torque for cranking of the prime mover and increase the opportunity for the prime mover start control to be executed during non-shifting of the transmission unit with a light control load, thereby avoiding the occurrence of shock at the start of the prime mover. .

  Preferably, the prime mover temperature determination value is a predetermined determination value for determining that shifting of the transmission unit during running of the electric motor is prohibited or restricted.

  The lower the temperature of the first motor and the second motor provided in the power transmission device, the lower the temperature of the lubricating fluid in the power transmission device. According to the fourth aspect of the present invention, the case where the predetermined condition is satisfied is a case where the temperature of the first electric motor or the second electric motor is less than a predetermined electric motor temperature determination value. Similarly to the invention according to claim 2, it is possible to avoid the occurrence of a shock when starting the prime mover.

  Here, preferably, the electric motor temperature determination value is a predetermined determination value for determining that shifting of the transmission unit during running of the electric motor is prohibited or restricted.

  According to the fifth aspect of the present invention, the case where the predetermined condition is satisfied is a case where the vehicle is running on the electric motor. In short, shifting of the transmission unit during running of the electric motor is prohibited or restricted. Thus, the opportunity for the prime mover start control to be executed during the shift of the transmission unit is reduced, and it is possible to avoid the occurrence of a shock when starting the prime mover.

  According to the sixth aspect of the present invention, when the predetermined condition is satisfied, the motor travel area for determining the travel state of the vehicle as the motor travel is reduced, so that the speed change during the motor travel is performed. As a result, it is possible to avoid the occurrence of a shock when starting the prime mover.

  Preferably, (a) the differential mechanism includes a first rotating element, a second rotating element, and a third rotating element, and (b) the first rotating element is coupled to the prime mover so as to transmit power. The second rotating element is connected to the first electric motor so as to be able to transmit power, and the third rotating element is connected to the second electric motor and a drive wheel so as to be able to transmit power, and (c) a shift of the transmission unit. During this, the power transmission path between the differential mechanism and the drive wheel is blocked.

  Preferably, the first electric motor and the second electric motor are provided in a housing of the power transmission device.

  Preferably, the power transmission device includes the input shaft, the transmission unit that forms part of a power transmission path between the input shaft and the drive wheel, and the input shaft and the transmission unit. And the second electric motor, which is a traveling electric motor connected to the vehicle so as to be able to transmit power.

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

  A hybrid vehicle drive device to which the control device of the present invention is applied includes an engine 8 and a transmission mechanism 10 corresponding to the power transmission device of the present invention. FIG. 1 is a skeleton diagram illustrating the transmission mechanism 10. . In FIG. 1, a speed change mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as “case 12”) as a non-rotation member attached to a vehicle body. The differential portion 11 directly connected to the input shaft 14 or directly via a pulsation absorbing damper (vibration damping device) (not shown), and between the differential portion 11 and the drive wheel 38 (see FIG. 6). An automatic transmission unit 20 connected in series via a transmission member (transmission shaft) 18 in the power transmission path of the motor and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20 are provided in series. ing. The speed change mechanism 10 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is directly connected to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, a motor such as a gasoline engine or a diesel engine, that is, an engine 8 that is an internal combustion engine, and a pair of driving wheels 38 (see FIG. 6) are provided. The differential gear device (final reduction gear) 36 and a pair of axles constituting a part of the power transmission path are sequentially transmitted to the left and right drive wheels 38.

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

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

  The power distribution mechanism 16 corresponding to the differential mechanism of the present invention includes, for example, a single pinion type differential planetary gear unit 24 having a predetermined gear ratio ρ0 of about “0.418”, a switching clutch C0 and a switching brake B0. And is proactively provided. The differential unit planetary gear unit 24 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0. The differential part ring gear R0 meshing with the differential part sun gear S0 is provided as a rotating element (element). If the number of teeth of the differential sun gear S0 is ZS0 and the number of teeth of the differential ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 includes a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, respectively. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, Since a part of the output of the distributed engine 8 is stored with electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set in a so-called continuously variable transmission state (electric CVT state) so that the transmission member 18 continuously rotates regardless of the predetermined rotation of the engine 8. It is varied. That is, when the power distribution mechanism 16 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained. When the power distribution mechanism 16 is in the differential state in this way, the operating state of the first electric motor M1, the second electric motor M2, and the engine 8 connected to the power distribution mechanism 16 (differential unit 11) so as to be able to transmit power. Is controlled, the differential state of the power distribution mechanism 16, that is, the differential state of the rotational speed of the input shaft 14 and the rotational speed of the transmission member 18 is controlled.

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

  Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 change the shift state of the differential unit 11 (power distribution mechanism 16) between the differential state, that is, the non-locked state, and the non-differential state, that is, the locked state. That is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electric differential device, for example, an electric continuously variable transmission operation that operates as a continuously variable transmission whose speed ratio can be continuously changed is possible. A continuously variable transmission state and a gearless state in which an electric continuously variable transmission does not operate, for example, a lock state in which a continuously variable transmission operation is not operated without being operated as a continuously variable transmission, that is, one or more types are locked. A constant speed state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed operation is not possible. one Functions as selectively switches the differential state switching device in the fixed-speed-ratio shifting state to operate as a transmission of one-stage or multi-stage.

The automatic transmission unit 20 corresponding to the transmission unit of the present invention is a stepped type that can change its transmission ratio (= rotational speed N ₁₈ of the transmission member ₁₈ / rotational speed N _OUT of the output shaft 22) stepwise. The transmission unit functions as an automatic transmission, and includes a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, and a single pinion type third planetary gear unit 30. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

  In the automatic transmission unit 20, the first sun gear S1 and the second sun gear S2 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2 and the case 12 via the first brake B1. The first carrier CA1 is selectively connected to the case 12 via the second brake B2, the third ring gear R3 is selectively connected to the case 12 via the third brake B3, The first ring gear R1, the second carrier CA2, and the third carrier CA3 are integrally connected to the output shaft 22, and the second ring gear R2 and the third sun gear S3 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, at least one of the first clutch C1 and the second clutch C2 is engaged so that the power transmission path can be transmitted, or the first clutch C1 and the second clutch C2 are disengaged. The power transmission path is in a power transmission cutoff state.

  The switching clutch C0, first clutch C1, second clutch C2, switching brake B0, first brake B1, second brake B2, and third brake B3 are often used in conventional stepped automatic transmissions for vehicles. An engagement element, that is, a hydraulic friction engagement device, a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or one wound around an outer peripheral surface of a rotating drum or One end of the two bands is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides in which the band is interposed.

In the speed change mechanism 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. When the second brake B2 and the third brake B3 are selectively engaged, any one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio is determined for each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 11 and the automatic speed change portion 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the third brake B3” The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," The fifth gear stage which is about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, all clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are released.

  However, when the transmission mechanism 10 functions as a continuously variable transmission, both the switching clutch C0 and the switching brake B0 in the engagement table shown in FIG. 2 are released. Accordingly, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 20 are achieved. The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear stage of the fourth speed, and each gear stage has a stepless speed ratio width. It is done. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio (total speed ratio) γT of the speed change mechanism 10 as a whole can be obtained steplessly.

FIG. 3 is a diagram illustrating a transmission mechanism 10 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 20 that functions as a stepped transmission unit or a second transmission unit. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. shows the lower horizontal line X1 rotational speed zero of the horizontal lines, the upper horizontal line X2 the rotational speed of "1.0", that represents the rotational speed N _E of the engine 8 connected to the input shaft 14, horizontal line XG Indicates the rotational speed of the transmission member 18.

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

  If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment includes the first rotating element RE1 (difference) of the differential planetary gear unit 24 in the power distribution mechanism 16 (differential unit 11). The moving part carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential part sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the first rotating element RE2. Connected to the motor M1 and selectively connected to the case 12 via the switching brake B0, the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second motor M2, and the input shaft 14 is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the differential section sun gear S0 and the rotational speed of the differential section ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when the switching clutch C0 and the switching brake B0 are released to switch to a continuously variable transmission state (differential state), the intersection of the straight line L0 and the vertical line Y1 is controlled by controlling the rotational speed of the first electric motor M1. If the rotation speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant when the rotation of the differential portion sun gear S0 indicated by is increased or decreased, the intersection of the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by is increased or decreased. Further, when the differential part sun gear S0 and the differential part carrier CA0 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is in a non-differential state in which the three rotation elements rotate integrally. L0 is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the differential sun gear S0 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. , the rotational speed of the differential portion ring gear R0, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

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

In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection point. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. Power from the aforementioned first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Is entered. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fifth speed at the intersection of the horizontal straight line L5 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 A rotational speed of 22 is indicated.

  FIG. 4 shows a signal input to the electronic control device 40 which is a control device for controlling the speed change mechanism 10 constituting a part of the hybrid vehicle drive device according to the present invention, and the electronic control device 40 outputs the signal. The signal is illustrated. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. And also has a function as a prime mover start control device that performs start control of the engine 8, and includes drive control such as hybrid drive control for the engine 8, first electric motor M 1, and second electric motor M 2, shift control for the automatic transmission 20 Is to execute.

The electronic control device 40 travels from the sensors and switches shown in FIG. 4 through a signal indicating the engine water temperature TEMP _W , which is the temperature of the cooling fluid in the engine 8, a signal indicating the shift position P _SH , and the second electric motor M2. A signal from an EV switch for instructing that the driving state is fixed to motor driving (EV driving) for driving the vehicle as a driving force source, and a rotation speed N of the first electric motor M1 detected by a rotation speed sensor such as a resolver. _M1 (hereinafter referred to as “first motor rotational speed N _M1 ”), a signal indicating the rotational direction thereof, a rotational speed N _M2 (hereinafter referred to as “resolver”) detected by a rotational speed sensor 44 (FIG. 1) such as a resolver. referred to as "second electric motor rotation speed N _M2") and a signal indicating the direction of rotation, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, Signal indicating Ya ratio sequence set value, a signal for commanding the M mode (manual shift running mode), air conditioning signal indicating the operation of the air conditioner, the rotational speed N _OUT of the output shaft 22 detected by the vehicle speed sensor 46 (FIG. 1) A signal indicating the corresponding vehicle speed V and the traveling direction of the vehicle, an oil temperature signal indicating the hydraulic oil temperature of the automatic transmission unit 20, a signal indicating the side brake operation, a signal indicating the foot brake operation, a catalyst temperature signal indicating the catalyst temperature, and driving Accelerator opening signal, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise driving auto A cruise signal, a vehicle weight signal indicating the weight of the vehicle, a wheel speed signal indicating the wheel speed of each wheel, a signal indicating the air-fuel ratio A / F of the engine 8, and the like are provided. Be paid. The rotation speed sensor 44 and the vehicle speed sensor 46 are sensors that can detect not only the rotation speed but also the rotation direction. When the automatic transmission unit 20 is in the neutral position while the vehicle is running, the vehicle speed sensor 46 advances the vehicle. Direction is detected.

Further, the electronic control device 40 sends a control signal to the engine output control device 43 (see FIG. 6) for controlling the engine output, for example, the opening degree θ _TH of the electronic throttle valve 96 provided in the intake pipe 95 of the engine 8. A drive signal to the throttle actuator 97 to be operated, a fuel supply amount signal for controlling the fuel supply amount into each cylinder of the engine 8 by the fuel injection device 98, an ignition signal for instructing the ignition timing of the engine 8 by the ignition device 99, A supercharging pressure adjustment signal for adjusting the supply pressure, an electric air conditioner drive signal for operating the electric air conditioner, a command signal for instructing the operation of the electric motors M1 and M2, and a shift position (operation position) for operating the shift indicator Display signal, gear ratio display signal for displaying gear ratio, snow motor for displaying that it is in snow mode Mode display signal, ABS operation signal for operating an ABS actuator for preventing wheel slippage during braking, an M mode display signal for indicating that the M mode is selected, the differential unit 11 and the automatic transmission unit 20 In order to control the hydraulic actuator of the hydraulic friction engagement device, a valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 (see FIG. 6), and an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42 are operated. A drive command signal for driving the motor, a signal for driving the electric heater, a signal to the cruise control computer, etc. are output.

FIG. 5 is a diagram showing an example of a shift operation device 48 as a switching device for switching a plurality of types of shift positions _PSH by an artificial operation. The shift operation device 48 includes, for example, a shift lever 49 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH .

  The shift lever 49 is in a neutral state where the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is interrupted, that is, in a neutral state, and the parking position “P (parking) for locking the output shaft 22 of the automatic transmission unit 20. ) ”, A reverse travel position“ R (reverse) ”for reverse travel, a neutral position“ N (neutral) ”for achieving a neutral state in which the power transmission path in the speed change mechanism 10 is interrupted, and a speed change of the speed change mechanism 10 The forward automatic shift travel position “D (drive)” for executing the automatic shift control within the change range of the possible total gear ratio γT or the manual shift travel mode (manual mode) is established, and the high speed side in the automatic shift control is established. Manual operation to the forward manual shift travel position “M (manual)” for setting a so-called shift range that limits the gear position It is provided so as to be.

The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P _SH of the shift lever 49, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit 42 is electrically switched so that is established.

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

  Specifically, when the shift lever 49 is manually operated from the “P” position or the “N” position to the “R” position, the second clutch C2 is engaged and the power transmission path in the automatic transmission unit 20 is changed. When the power transmission is cut off from the power transmission cut-off state and the shift lever 49 is manually operated from the “N” position to the “D” position, at least the first clutch C1 is engaged and the power in the automatic transmission unit 20 is increased. The transmission path is changed from a power transmission cutoff state to a power transmission enabled state. Further, when the shift lever 49 is manually operated from the “R” position to the “P” position or the “N” position, the second clutch C2 is released, and the power transmission path in the automatic transmission unit 20 is in a state where power transmission is possible. From the "D" position to the "N" position, the first clutch C1 and the second clutch C2 are released, and the power transmission in the automatic transmission unit 20 is performed. The path is changed from the power transmission enabled state to the power transmission cut-off state.

FIG. 6 is a functional block diagram illustrating the main part of the control function by the electronic control unit 40. In FIG. 6, the stepped shift control unit 54 functions as a shift control unit that shifts the automatic transmission unit 20. For example, the stepped shift control means 54 determines the vehicle speed V and the required output torque T _OUT of the automatic transmission unit 20 from the relationship (shift diagram, shift map) shown in FIG. Based on the vehicle state indicated by the above, it is determined whether or not the shift of the automatic transmission unit 20 should be executed, that is, the shift stage of the automatic transmission unit 20 to be shifted is determined, and the determined shift stage is obtained. Shifting of the automatic transmission unit 20 is executed. At this time, the stepped shift control means 54 engages and / or engages the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. A release command (shift output command) is output to the hydraulic control circuit 42.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the differential unit 11, while driving force between the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the distribution of the power and the reaction force generated by the first electric motor M1 so as to be optimized. For example, at the current traveling vehicle speed, the vehicle target (request) output is calculated from the accelerator pedal operation amount Acc as the driver's required output amount and the vehicle speed V, and the required total target is calculated from the vehicle target output and the charge request value. The engine speed is calculated by calculating the target engine output in consideration of transmission loss, auxiliary load, assist torque of the second electric motor M2, etc. so as to obtain the total target output. The engine 8 is controlled so that N _E and the engine torque T _E are obtained, and the power generation amount of the first electric motor M1 is controlled.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52 to achieve both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate system defined by control parameters and output torque (engine torque) T _E of example the engine rotational speed N _E and the engine 8 Thus, an optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 determined experimentally in advance is stored in advance and, for example, a target output ( total target output, determines the target value of the overall speed ratio γT of the transmission mechanism 10 such that the engine torque T _E and the engine rotational speed N _E for generating the engine output necessary to meet the required driving force), The speed ratio γ0 of the differential unit 11 is controlled so that the target value is obtained, and the total speed ratio γT is set within a changeable range of the speed change, for example, 13 to 0.5. Control within the enclosure.

  At this time, the hybrid control means 52 supplies the electric energy generated by the first electric motor M1 to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 is mechanically transmitted. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted into electric energy there, and the electric energy is supplied to the second electric motor M2 through the inverter 58. The second electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed.

The hybrid control means 52 controls opening and closing of the electronic throttle valve 96 by the throttle actuator 97 for throttle control, and also controls the fuel injection amount and injection timing by the fuel injection device 98 for fuel injection control, and controls the ignition timing control. Therefore, an engine output control for executing the output control of the engine 8 so as to generate a necessary engine output by outputting to the engine output control device 43 a command for controlling the ignition timing by the ignition device 99 such as an igniter alone or in combination. Means are provided functionally. For example, the hybrid controller 52 basically drives the throttle actuator 97 based on the accelerator opening signal Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. Execute throttle control to increase.

The solid line A in FIG. 7 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, driving the engine 8 for running. Engine running region and motor running for switching between so-called engine running for starting / running (hereinafter referred to as running) the vehicle as a power source and so-called motor running for running the vehicle using the second electric motor M2 as a driving power source for running. This is the boundary line with the region. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 7 is a two-dimensional parameter using vehicle speed V and output torque T _{OUT as} a driving force related value as parameters. It is an example of the driving force source switching diagram (driving force source map) comprised by the coordinate. This driving force source switching diagram is stored in advance in the storage means 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG. In addition, since the said motor traveling is the motor traveling of this invention, the said motor traveling area respond | corresponds to the electric motor traveling area of this invention.

Then, the hybrid control means 52 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the driving force source switching diagram of FIG. Judgment is made and motor running or engine running is executed. As described above, as shown in FIG. 7, the motor running by the hybrid control means 52 is generally performed at a relatively low output torque T _OUT , that is, when the engine efficiency is low compared to the high torque range, that is, the low engine torque T. It is executed at _E or when the vehicle speed V is relatively low, that is, in a low load range.

The hybrid control means 52 rotates the first electric motor by the electric CVT function (differential action) of the differential section 11 in order to suppress dragging of the stopped engine 8 and improve fuel consumption during the motor running. the speed N _M1 controlled for example by idling a negative rotational speed, to maintain the engine speed N _E at zero or substantially zero by the differential action of the differential portion 11.

  The hybrid control means 52 switches an engine start / stop control means 66 for switching the operation state of the engine 8 between the operation state and the stop state, that is, for starting and stopping the engine 8 in order to switch between engine travel and motor travel. I have. The engine start / stop control means 66 starts or stops the engine 8 when the hybrid control means 52 determines, for example, switching between motor travel and engine travel based on the vehicle state from the driving force source switching diagram of FIG. Execute.

For example, the engine start / stop control means 66, as indicated by the point a → b of the solid line B in FIG. 7, the accelerator pedal is depressed to increase the required output torque T _OUT and the vehicle state changes from the motor travel region to the engine travel. when the changes to the region, by raising the first electric motor speed N _M1 is energized to the first electric motor M1, i.e. it to function first electric motor M1 as a starter, raising the engine rotational speed N _E, a predetermined the engine rotational speed N _{E 'for} example by performing starting of the engine 8 so as to ignite by the ignition device 99 autonomously rotatable engine rotational speed N _E, switching from the motor running by the hybrid control means 52 to the engine running. At this time, engine start stop control means 66 may be pulled up until the engine rotational speed N _E promptly predetermined engine rotational speed N _{E 'by} raising the first electric motor speed N _M1 quickly. Thereby, the resonance region in the engine rotation speed region below the well-known idle rotation speed N _EIDL can be quickly avoided, and the vibration at the start is suppressed. In normal operation, the second motor M2 rotates only in one direction and the first motor M1 can rotate in both forward and reverse directions. Therefore, the rotation direction of the first motor M1 is the same as the rotation direction of the second motor M2. The forward rotation direction of the electric motor M1 is assumed. Accordingly, since the rotation speed N _M1 in a case where the first electric motor M1 is rotating in the reverse rotation direction is brought close to zero and its value increases if considering the rotational direction (positive or negative sign), first That is, the motor rotation speed _NM1 is increased.

Further, the engine start / stop control means 66, as indicated by the point b → point a of the solid line B in FIG. 7, the accelerator pedal is returned to reduce the required output torque T _OUT and the vehicle state changes from the engine travel region to the motor travel region. In the case of changing to, the fuel supply is stopped by the fuel injection device 98, that is, the engine 8 is stopped by fuel cut, and the engine running by the hybrid control means 52 is switched to the motor running. At this time, engine start stop control means 66 may lower the engine rotational speed N _E to promptly zeroed or nearly zeroed by lowering the first electric motor speed N _M1 quickly. As a result, the resonance region can be quickly avoided, and vibration during stoppage is suppressed. Alternatively, engine start stop control means 66, before the fuel cut lower the engine rotational speed N _E by pulling down the first electric motor speed N _M1, the engine to the fuel cut at a predetermined engine speed N _{E '8} May be stopped.

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, in the present embodiment, the traveling of the vehicle using both the engine 8 and the second electric motor M2 as a driving force source for traveling is included in the engine traveling instead of the motor traveling.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the remaining charge SOC of the power storage device 60 decreases when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8 and the first motor is generated. Even if the rotation speed of M1 is increased and the second motor rotation speed N _M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) when the vehicle is stopped, the engine rotation speed N is caused by the differential action of the power distribution mechanism 16. _E is maintained above the rotational speed at which autonomous rotation is possible.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. the engine rotational speed N _E is caused to maintain the arbitrary rotation speed. For example, if the hybrid control means 52 as can be seen from the diagram of FIG. 3 to raise the engine rotational speed N _E, while maintaining the second-motor rotation speed N _M2, bound with the vehicle speed V substantially constant first 1 Increase the motor rotation speed _NM1 .

  The speed-increasing gear stage determining means 62 stores, for example, a storage means based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the transmission mechanism 10 is in the stepped speed change state. In accordance with the shift diagram shown in FIG. 7 stored in advance in 56, it is determined whether or not the gear position to be shifted of the transmission mechanism 10 is the speed-up side gear stage, for example, the fifth speed gear stage.

The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching engagement / release of the differential state switching device (switching clutch C0, switching brake B0) based on the vehicle state. That is, the differential state and the lock state are selectively switched. For example, the switching control means 50 is a vehicle state indicated by the vehicle speed V and the required output torque T _{OUT based} on the relationship (switching diagram, switching map) shown in FIG. Based on the above, it is determined whether or not the speed change state of the speed change mechanism 10 (differential portion 11) should be switched, that is, the speed change mechanism 10 is in a continuously variable control region where the speed change mechanism 10 is set to a continuously variable speed change state. Is determined to be within the stepped control region in which the stepped gear shift state is set to the stepped shift state, the shift state of the transmission mechanism 10 to be switched is determined, and the transmission mechanism 10 is switched between the stepless shift state and the stepped shift state. The shift state is selectively switched to one of them.

  Specifically, when it is determined that the switching control means 50 is within the stepped shift control region, the hybrid control means 52 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. The step-variable shift control means 54 is allowed to shift at a preset step-change. At this time, the stepped shift control means 54 executes the automatic shift of the automatic transmission unit 20 in accordance with, for example, the shift diagram shown in FIG. For example, FIG. 2 preliminarily stored in the storage means 56 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 that are selected in the shifting at this time. That is, the transmission mechanism 10 as a whole, that is, the differential unit 11 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear stage is achieved according to the engagement table shown in FIG.

  For example, when the fifth gear is determined by the acceleration-side gear determination means 62, the so-called overdrive gear that has a gear ratio smaller than 1.0 is obtained for the entire transmission mechanism 10. Therefore, the switching control means 50 instructs the differential unit 11 to release the switching clutch C0 and engage the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. Is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that the gear ratio is not the fifth speed gear stage, the speed change gear 10 as a whole can obtain a reduction side gear stage having a gear ratio of 1.0 or more, so that the switching control means. 50 indicates a command to the hydraulic control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. To do. In this manner, the transmission mechanism 10 is switched to the stepped speed change state by the switching control means 50 and is selectively switched to be one of the two types of speed steps in the stepped speed change state. Is made to function as a sub-transmission, and the automatic transmission unit 20 in series functions as a stepped transmission, whereby the entire transmission mechanism 10 is made to function as a so-called stepped automatic transmission.

  However, if the switching control means 50 determines that it is within the continuously variable transmission control region for switching the transmission mechanism 10 to the continuously variable transmission state, the transmission mechanism 10 as a whole can obtain the continuously variable transmission state, so that the differential section 11. Is output to the hydraulic control circuit 42 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. At the same time, a signal for permitting hybrid control is output to the hybrid control means 52, and a signal for fixing to a preset gear position at the time of continuously variable transmission is output to the stepped shift control means 54, or For example, a signal for permitting automatic shifting of the automatic transmission unit 20 is output in accordance with the shift diagram shown in FIG. In this case, the stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, and each gear stage can obtain a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

Here, FIG. 7 will be described in detail. FIG. 7 is a relationship (shift diagram, shift map) stored in advance in the storage means 56 that is the basis of the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 7 is an upshift line, and the alternate long and short dash line is a downshift line.

7 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 7 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 7, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 7 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. In addition, you may memorize | store in the memory | storage means 56 previously as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be.

The shift diagram, the switching diagram, or the driving force source switching diagram is not a map but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, and comparing the output torque T _OUT with the judgment output torque T1. May be stored as a determination formula or the like. In this case, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the vehicle state, for example, the actual vehicle speed exceeds the determination vehicle speed V1. Further, the switching control means 50 places the transmission mechanism 10 in the stepped transmission state when the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 exceeds the determination output torque T1.

  In addition, when the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electrical path until it is converted into dynamic energy, that is, failure (failure) of the first electric motor M1, the second electric motor M2, the inverter 58, the power storage device 60, the transmission line connecting them, etc. When the vehicle state is such that a functional deterioration due to low temperature occurs, the switching control means 50 preferentially sets the speed change mechanism 10 to the stepped speed change state in order to ensure vehicle travel even in the continuously variable control region. Also good.

The driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38 but also the output torque T _OUT of the automatic transmission unit 20, torque T _E, and the vehicle acceleration, for example, the accelerator opening or the throttle valve opening theta _{TH (or} intake air quantity, air-fuel ratio, fuel injection amount) and the engine torque T _E which is calculated based on the engine rotational speed N _E, etc. Required (target) engine torque T _E calculated based on the actual value of the driver, the accelerator pedal operation amount or the throttle opening, etc., the required (target) output torque T _{OUT of} the automatic transmission unit 20, the required driving force, etc. May be an estimated value. The driving torque may be calculated from the output torque T _OUT or the like in consideration of the differential ratio, the radius of the driving wheel 38, or may be directly detected by, for example, a torque sensor or the like. The same applies to the other torques described above.

  Further, for example, the determination vehicle speed V1 is set so that the speed change mechanism 10 is set to the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating if the speed change mechanism 10 is set to the stepless speed change state at the time of high speed drive. Is set to The determination torque T1 is, for example, an electric power from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine in the high output traveling of the vehicle. It is set in accordance with the characteristics of the first electric motor M1 that can be disposed with a reduced maximum energy output.

8, the engine output as a boundary for the area determining which of the step-variable control region and the continuously variable control region by switching control means 50 and the engine rotational speed N _E and engine torque T _E as a parameter 3 is a switching diagram (switching map, relationship) that has lines and is stored in advance in the storage means 56. FIG. Switching control means 50, based on the switching diagram of FIG. 8 on the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Fig. 7, those of the engine speed N _E and engine torque T _E It may be determined whether the vehicle state represented by is in the stepless control region or in the stepped control region. FIG. 8 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 7 is also a switching line relocated on the two-dimensional coordinates using the vehicle speed V and the output torque T _OUT as parameters based on the relationship diagram (map) in FIG.

As shown in the relationship of FIG. 7, the stepped control region is a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Therefore, the step-variable traveling is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed traveling is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8.

Similarly, as indicated by the relationship shown in FIG. 8, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or more high rotation regions, or high output region where the engine output is higher than the predetermined calculated from engine torque T _E and the engine speed N _E, because it is set as a step-variable control region, relatively high torque of the step-variable shifting running the engine 8 This is executed at a relatively high rotational speed or at a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It is supposed to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 8 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

As a result, for example, in low-medium speed traveling and low-medium power traveling of the vehicle, the speed change mechanism 10 is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determination vehicle speed V1. In such high speed running, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path, so that the electric continuously variable transmission. As a result, the conversion loss between the power and the electric energy generated when the power is operated is suppressed, and the fuel efficiency is improved. Further, in high-power running such that the driving force-related value such as the output torque T _OUT exceeds the determination torque T1, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and is exclusively a mechanical power transmission path. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E accompanying the upshift in the stepped automatic transmission cars can enjoy.

  Thus, the differential portion 11 (transmission mechanism 10) of this embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and the vehicle is controlled by the switching control means 50. The shift state to be switched by the differential unit 11 is determined based on the state, and the differential unit 11 is selectively switched between the continuously variable transmission state and the stepped transmission state. In this embodiment, the hybrid control means 52 executes motor travel or engine travel based on the vehicle state. In order to switch between engine travel and motor travel, the engine start / stop control means 66 controls the engine 8. Starts or stops.

Here, the hydraulic oil of the automatic transmission unit 20 provided in the transmission mechanism 10 is also used in the differential unit 11, and the hydraulic oil of the automatic transmission unit 20 is a hydraulic friction engagement device (engagement element) provided in the transmission mechanism 10. The clutches and brakes C0, C1, C2, B0, B1, B2, and B3 are hydraulically operated, the first electric motor M1 and the second electric motor M2 are cooled, and the differential planetary gear unit 24 of the differential unit 11 and automatic The lubricating fluid in the speed change mechanism (power transmission device) 10 used for lubrication of the drive system of the first to third planetary gear devices 26, 28, and 30 of the speed change unit 20. When the temperature of the hydraulic fluid (hydraulic fluid temperature) TEMP _ATF, which is the temperature of the lubricating fluid, is extremely low, the viscosity of the hydraulic fluid is high, so that the rotational resistance of gears and the like increases, and each clutch and brake C0. , C1, C2, B0, B1, B2, and B3 due to a decrease in response at the time of hydraulic control and an increase in variation in response, the automatic transmission unit 20 is accurate as when the warming of the transmission mechanism 10 is completed. In some cases, it is difficult to perform a simple shift control. Further, when the traveling state is switched from the motor drive (motor cars) to the engine running, the engine speed N _E that rotation speed N _E performs cranking for raising the becomes higher engine startable engine starting rotational speed N _EST In the engine start control (motor start control), which is a control for starting the engine 8 by igniting the engine, the second motor rotation speed _NM2 needs to be accurately controlled in order to quickly perform the cranking. When the engine start control is performed in parallel with the shift control during the shift of the automatic transmission unit 20, the power transmission path in the automatic transmission unit 20 is completely connected during the shift of the automatic transmission unit 20. In short, since the power transmission path is cut off, the reverse drive torque from the drive wheel 38 is used for cranking the engine 8. Not available, it is difficult to accurately control the second electric motor rotation speed N _M2 at the cranking. Then, when the hydraulic oil temperature TEMP _ATF is extremely low, when the engine start control is performed in parallel with the shift control during the shift of the automatic transmission unit 20 while the motor is running, the reverse drive from the drive wheels 38 is performed. Due to the fact that the torque cannot be used for cranking of the engine 8 and the difficulty of performing accurate shift control of the automatic transmission unit 20 described above, the engine start control has the same accuracy as when the automatic transmission unit 20 is not shifting. It is considered that there is a possibility that a shock may occur during the start control of the engine 8.

  Therefore, control for suppressing shock that occurs during start control of the engine 8 while the motor is running is executed. Hereinafter, the control operation will be described.

  Returning to FIG. 6, the charging state determination unit 70 determines whether or not the remaining charge SOC of the power storage device 60 is less than a predetermined remaining charge determination value A. This remaining charge determination value A is a threshold value that is set based on an experiment or the like and stored in advance in the charge state determination means 70 in order to determine whether or not motor travel (motor travel) can be performed or continued.

The vehicle state determination means 72 determines whether or not a predetermined condition is satisfied, that is, a reference for which a shock at the start of the engine 8 when the engine start control is executed during the shift of the automatic transmission unit 20 is determined in advance. It is determined whether or not it is predicted that the value exceeds. Specifically, when the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20 is extremely low, a shock may occur during the start control of the engine 8, so the vehicle state determination means 72 determines the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20. Is less than a predetermined power transmission device temperature determination value TEMP1. In other words, the vehicle state determination unit 72 determines whether or not the hydraulic oil temperature TEMP _ATF is so low that the shock of the engine 8 occurs when the engine start control is executed during the shift of the automatic transmission unit 20. judge.

The vehicle state determination unit 72 specifically determines whether or not the predetermined condition is satisfied based on the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20, but based on another parameter. Also good. For example, as the temperature of the cooling fluid in the engine 8 (engine water temperature) TEMP _W as a representative temperature of the engine 8 decreases, the viscosity of the lubricating oil of the engine 8 increases and the rotational resistance of the engine 8 increases. Therefore, when the engine water temperature TEMP _W is extremely low, there is a possibility that a shock may occur during the start control of the engine 8. Further, since the engine water temperature TEMP _W and the hydraulic oil temperature TEMP _ATF are usually increased as the vehicle continues to travel, the hydraulic oil temperature TEMP _ATF is extremely low accordingly if the engine water temperature TEMP _W is extremely low. Therefore, the vehicle state determination means 72 may determine whether or not the engine water temperature TEMP _W is lower than a predetermined engine temperature determination value TEMP2 instead of the hydraulic oil temperature TEMP _ATF . Further, since the first electric motor M1 and the second electric motor M2 are cooled by the hydraulic oil of the automatic transmission unit 20 and are provided in the case 12 that is the casing of the transmission mechanism 10, the temperature of the first electric motor M1 and The temperature of the second electric motor M2 corresponds to the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20. Therefore, the vehicle state determination unit 72 may determine whether the temperature of the first electric motor M1 or the second electric motor M2 is lower than a predetermined electric motor temperature determination value TEMP3 instead of the hydraulic oil temperature TEMP _ATF . The power transmission device temperature determination value TEMP1, the engine temperature determination value TEMP2, and the electric motor temperature determination value TEMP3 are all set to prohibit or restrict the shift of the automatic transmission unit 20 during motor travel by the travel state control means 76 described later. It is a predetermined determination value for determination, and is stored in the vehicle state determination means 72 depending on which parameter is used for determination. The engine temperature determination value TEMP2 corresponds to the prime mover temperature determination value of the present invention.

  Further, when the vehicle is running on a motor (running on an electric motor), the vehicle state determination unit 72 may consider that the predetermined condition is satisfied and make a positive determination.

  The EV switch confirmation means 74 determines whether or not the EV switch for instructing to fix the traveling state in the motor traveling is on. This EV switch is a switch that is manually operated by the driver. If the EV switch is on, the driver requests that the vehicle travel by motor. Therefore, the EV switch shown in FIG. 7 is compared with the case where the EV switch is off. The motor travel area (motor travel area) is expanded. However, if the EV switch is on, the motor travel is not always maintained. In a predetermined case, for example, when the remaining charge SOC of the power storage device 60 has decreased below a predetermined amount, or the accelerator pedal operation amount. When the opening degree Acc changes by a predetermined amount or more, etc., even when the EV switch is on, the motor running is switched to the engine running, that is, the engine start control is executed during the motor running. There is.

  The traveling state control means 76 does not reduce the motor traveling area when the EV switch confirmation means 74 determines that the EV switch is on. Therefore, when the EV switch is on, the traveling state control means 76 stores the shift map of FIG. 7 stored in the storage means 56 when the vehicle state determination means 72 determines that the predetermined condition is satisfied. And the shift of the automatic transmission unit 20 during motor running is prohibited or restricted. The fact that shifting of the automatic transmission unit 20 during motor traveling is prohibited means that no shifting of the automatic transmission unit 20 is performed during motor traveling. The fact that the shift of the automatic transmission unit 20 during motor travel is restricted means that the shift condition, which is the condition under which the shift of the automatic transmission unit 20 is executed, decreases the chance that the automatic transmission unit 20 performs the shift. Specifically, in the motor travel region of FIG. 7, the shift line that is the shift condition indicated by the solid line and the alternate long and short dash line in FIG. 7 is changed to the high vehicle speed side. . For example, the shift line in FIG. 7 is changed to the high vehicle speed side as the shift line as a set of shift points that are the shift conditions shown in FIG. 7 is indicated by an arrow in FIG. 9 is changed from a solid line to a broken line.

  The traveling state control means 76 may reduce the motor traveling area when the EV switch confirmation means 74 determines that the EV switch is not on but off. Therefore, when the EV switch is OFF, the traveling state control means 76, when it is determined by the vehicle state determination means 72 that the predetermined condition is satisfied, the driving force shown in FIG. The source switching diagram is changed to reduce the motor travel area (motor travel area) in FIG. In addition to the reduction of the motor travel area, the shift of the automatic transmission unit 20 during motor travel may be prohibited or restricted. For example, as shown in FIG. 10, the traveling state control means 76 changes the pattern A of FIG. 10, which is the same shift map and driving force source switching diagram as FIG. That is, the running state control means 76 changes the solid line A, which is the boundary line between the motor running area and the engine running area, to the broken line A ′ to reduce the motor running area, and further reduces the motor running (pattern B). The shift line is changed to the high vehicle speed side so that the shift line is removed from the region. As a result, in the pattern B of FIG. 10, there is no shift line in the motor travel region, and this is the same as the shift of the automatic transmission unit 20 during motor travel is prohibited. The solid line A in FIG. 7 and the solid line A in the pattern A in FIG. 10 are the same boundary line, and the broken line A ′ described in the pattern A in FIG. 10 makes it easy to understand the difference between the solid line A and the broken line A ′. Therefore, it is the same as the broken line A ′ of the pattern B.

  When the vehicle state determination unit 72 determines that the predetermined condition is satisfied, the shift map and the driving force source switching diagram of FIG. 7 stored in the storage unit 56 are not changed. Accordingly, the stepped shift control means 54 executes the shift of the automatic transmission unit 20 according to the shift map of FIG.

  When the charging state determination unit 70 determines that the remaining charge SOC of the power storage device 60 is less than the predetermined remaining charge determination value A, the hybrid control unit 52 prohibits motor travel and sets the travel state as engine travel. To do. In this case, there is no opportunity for engine start control to be executed during traveling. Therefore, the traveling state control means 76 reduces the motor traveling area and prohibits or restricts shifting of the automatic transmission unit 20 regardless of the determination by the vehicle state determination means 72. I don't do it.

  FIG. 11 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a control operation for suppressing a shock that occurs during start control of the engine 8 while the motor is running. It is repeatedly executed with a very short cycle time.

  First, in step (hereinafter, “step” is omitted) SA1 corresponding to the charge state determination means 70, it is determined whether or not the remaining charge SOC of the power storage device 60 is less than the remaining charge determination value A. The If this determination is affirmative, that is, if the remaining charge SOC is less than the remaining charge determination value A, the process proceeds to SA7. On the other hand, if this determination is negative, the process proceeds to SA2.

In SA2 corresponding to the vehicle state determination means 72, it is determined whether or not the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20 is less than the power transmission device temperature determination value TEMP1. The hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20 is detected by, for example, an oil temperature sensor. If this determination is affirmative, that is, if the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20 is less than the power transmission device temperature determination value TEMP1, the process proceeds to SA3. On the other hand, if this determination is negative, the process proceeds to SA6. In SA2, the determination is made for the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20, but it may be determined for another parameter. For example, when the engine water temperature TEMP _W is determined in SA2, it is determined whether the engine water temperature TEMP _W is lower than the engine temperature determination value TEMP2 as shown in FIG. Further, when the temperature of the first electric motor M1 or the second electric motor M2 is determined in SA2, the temperature of the first electric motor M1 or the second electric motor M2 is less than the electric motor temperature determination value TEMP3 as shown in FIG. It is determined whether or not. The temperatures of the first electric motor M1 and the second electric motor M2 are detected by, for example, temperature sensors provided in the respective electric motors M1 and M2.

  In SA3 corresponding to the EV switch confirmation means 74, it is determined whether or not the EV switch is on. If this determination is affirmative, that is, if the EV switch is on, the process proceeds to SA4. On the other hand, if this determination is negative, the operation goes to SA5.

  In SA4, the shift map of FIG. 7 is changed, and the shift of the automatic transmission unit 20 during motor travel (EV travel) is prohibited or restricted. When the shift of the automatic transmission unit 20 during motor running is restricted, for example, the shift line shown in FIG. 7 is changed from the solid line in FIG. 9 to the broken line as shown by the arrow in FIG.

  In SA5, the driving force source switching diagram in FIG. 7 is changed, and the motor travel area (EV travel area) in FIG. 7 is reduced. Note that SA4 and SA5 correspond to the traveling state control means 76.

In SA6 corresponding to the stepped shift control means 54, the shift map and the driving force source switching diagram of FIG. 7 are not changed, and the shift of the automatic transmission unit 20 is executed according to the shift map of FIG. Therefore, even when the motor is running, the automatic transmission unit 20 is shifted according to FIG. In the cranking for starting the engine, the first motor rotation speed N _M1 is increased in the same rotation direction as that of the second motor M2, so that the engine rotation speed N _E is changed between the first motor M1 and the second motor M2. The engine speed is increased until the engine starting rotational speed N _EST or higher at which the engine can be started in the same rotational direction. However, when the cranking is performed during the shift of the automatic transmission unit 20, the automatic transmission unit 20 is being shifted during the shift. Since the reverse drive torque from the drive wheel 38 cannot be used for the cranking, the output torque of the second electric motor M2 is increased as compared with that during non-shifting.

  In SA7 corresponding to the hybrid control means 52, motor travel (EV travel) is prohibited and the travel state is engine travel.

  The electronic control device 40 of this embodiment has the following effects (A1) to (A7). (A1) When the vehicle state determining unit 72 determines that the predetermined condition is satisfied, the traveling state control unit 76 changes the shift map of FIG. The shifting of the automatic transmission unit 20 is prohibited or restricted. For example, when the shift of the automatic transmission unit 20 during motor traveling is prohibited, the engine start control is not executed during the shift of the automatic transmission unit 20, and the automatic transmission unit 20 during motor traveling is not executed. When the shift is restricted, the opportunity for the engine start control to be executed during the shift of the automatic transmission unit 20 is reduced. Therefore, it is possible to increase the chance that the engine start control is executed during non-shifting of the automatic transmission unit 20 with a light control load based on the predetermined condition, and avoid the occurrence of shock during the start control of the engine 8. In addition, it is possible to suppress a decrease in the startability of the engine 8.

  (A2) Whether or not the predetermined condition determined by the vehicle state determination unit 72 is satisfied, that is, when the engine start control is executed during the shift of the automatic transmission unit 20 is determined. Since it is whether or not the shock is predicted to exceed a predetermined standard, when it is recognized that the shock at the start of the engine 8 is increased based on the predetermined condition, the engine start control is automatically performed with a light control load. Opportunities that are executed during non-shifting of the transmission unit 20 are increased, and it is possible to avoid the occurrence of shock during the start control of the engine 8.

(A3) The lower the hydraulic fluid temperature TEMP _ATF of the automatic transmission unit 20 is, the higher the viscosity of the hydraulic fluid is, and the rotational resistance of gears, bearings, etc. constituting the transmission mechanism 10 increases, and the clutches and brakes C0, C1, Since the responsiveness of C2, B0, B1, B2, and B3 is reduced and the variability of the responsiveness is increased, the engine start control is performed in parallel with the shift control during the shift of the automatic transmission unit 20. There is a possibility that a shock may occur during the start control of the engine 8. In this regard, according to the present embodiment, when the vehicle condition determination unit 72 determines that the predetermined condition is satisfied, specifically, the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20 is the power transmission device. Since it is determined that the temperature is less than the temperature determination value TEMP1, the chance that the engine start control is executed during non-shifting of the automatic transmission unit 20 with a light control load increases, and the shock during the start control of the engine 8 is increased. Can be avoided. Further, since it is easy to detect the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20, the execution condition of the traveling state control means 76 can be easily determined. Further, when shifting of the automatic transmission unit 20 during motor running is prohibited or restricted by shifting the shift line of FIG. 7 to the high vehicle speed side, the second electric motor M2 cooled by the hydraulic oil of the automatic transmission unit 20 is Since the rotation speed is higher than usual and the amount of heat generation is increased, the hydraulic oil temperature TEMP _ATF is raised early, and warming up of the transmission mechanism 10 is promoted.

(A4) The lower the engine water temperature TEMP _{W, the} higher the viscosity of the lubricating oil of the engine 8, the greater the rotational resistance of the engine 8, and the greater the variation in rotational resistance. If the engine start control is performed in parallel with the shift control during the shift of the automatic transmission 20 that is not completely connected and the reverse drive torque from the drive wheels 38 cannot be used for cranking of the engine 8, the engine There is a possibility that a shock may occur during the start control of No. 8. In this regard, according to the present embodiment, the vehicle state determination means 72 determines whether or not the engine water temperature TEMP _W is lower than the engine temperature determination value TEMP2 instead of the determination regarding the hydraulic oil temperature TEMP _ATF. Also good. By doing so, when the engine water temperature TEMP _W is very low and the rotational resistance of the engine 8 is large and the variation of the rotational resistance is extremely low, the driving is performed by the running state control means 76 based on the determination of the vehicle state determination means 72. The reverse drive torque from the wheel 38 can be used for cranking of the engine 8 and the opportunity for the engine start control to be executed during the non-shifting of the automatic transmission unit 20 with a light control load is increased. Can be avoided. Further, since it is easy to detect the engine water temperature TEMP _W , the execution condition of the traveling state control means 76 can be easily determined.

(A5) Normally, the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20 decreases as the temperature of the first electric motor M1 and the second electric motor M2 decreases. In this regard, according to the present embodiment, the vehicle state determination means 72 replaces the determination regarding the hydraulic oil temperature TEMP _ATF , and the temperature of the first electric motor M1 or the second electric motor M2 is lower than the electric motor temperature determination value TEMP3. It may be determined whether or not. By so doing, it is possible to avoid the occurrence of the shock during the start control of the engine 8 as in the case where the vehicle state determination means 72 determines the hydraulic oil temperature TEMP _ATF of the automatic transmission unit 20. Further, since it is easy to detect the temperatures of the first electric motor M1 and the second electric motor M2, the execution condition of the traveling state control means 76 can be easily determined.

  (A6) The vehicle state determination means 72 may determine that the predetermined condition is satisfied when the vehicle is running on a motor (motor drive), and may make a positive determination. In short, the shift of the automatic transmission unit 20 during motor running is prohibited or restricted, and the opportunity for the engine start control to be executed during the shift of the automatic transmission unit 20 is reduced. Generation | occurrence | production can be avoided and it can suppress that the startability of the engine 8 falls.

(A7) When the EV switch is OFF, the driving state control means 76, when it is determined by the vehicle state determination means 72 that the predetermined condition is satisfied, is stored in the storage means 56 as shown in FIG. Since the power source switching diagram is changed and the motor travel region of FIG. 7 is reduced, the chance that the automatic transmission unit 20 is shifted during the motor travel is reduced, and as a result, the occurrence of the shock during the start control of the engine 8 occurs. It is possible to avoid. Further, when the motor travel region of FIG. 7 is reduced, the time during which the engine 8 is driven during the travel tends to be longer than usual, and the engine water temperature TEMP _W rises early and warming up of the engine 8 is promoted. The startability of the engine 8 is improved.

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

For example, in the above-described embodiment, when the shift of the automatic transmission unit 20 during motor traveling is restricted by the traveling state control means 76, the shift line is changed to the high vehicle speed side in the motor traveling region of FIG. However, instead of this, or together with this, the shift line in FIG. 7 as the shift condition corresponds to the accelerator opening Acc so that the shift of the automatic transmission unit 20 does not occur unless the accelerator pedal is further depressed. The required output torque T _OUT may be changed to a larger side.

In the above-described embodiment, when the traveling state control means 76 reduces the motor traveling region of FIG. 7 (FIG. 10), the boundary line between the motor traveling region and the engine traveling region is shown in FIG. Although it is shifted to the side where the vehicle speed V decreases toward the solid line A ′, the boundary line may be shifted toward the side where the required output torque T _OUT (accelerator opening Acc) decreases.

In the above-described embodiment, the temperature of the cooling fluid in the engine 8 (engine water temperature) TEMP _W is the temperature of the cooling water of the engine 8 mainly used for cooling the engine 8. It may be the temperature of the lubricating oil of the engine 8 used for the purpose. This is because the lubricating oil does not have the cooling effect of the engine 8 at all.

  In the above-described embodiment, the time when the vehicle state determination unit 72 performs the determination is not particularly limited. For example, the vehicle state determination unit 72 may perform the determination while the motor is running. By doing so, the above determination is appropriately made when necessary, and the control load can be reduced.

  In the above-described embodiment, the first electric motor M1 and the second electric motor M2 are provided in the differential unit 11. However, the first electric motor M1 and the second electric motor M2 are provided in the transmission mechanism 10 separately from the differential unit 11. It may be provided.

  In the above-described embodiment, the speed change mechanism 10 includes the power distribution mechanism 16 and the first electric motor M1 as a differential mechanism. For example, the transmission mechanism 10 does not include the first electric motor M1 and the power distribution mechanism 16; 8. A so-called parallel hybrid vehicle in which the clutch, the second electric motor M2 that is the electric motor for traveling, the automatic transmission unit 20, and the drive wheels 38 are connected in series may be used. In such an engine start control of the parallel hybrid vehicle, the clutch provided between the engine 8 and the second electric motor M2 is engaged, and the rotation of the second electric motor M2 is transmitted to the engine 8 to start the engine. Cranking is performed. When this cranking is performed during the shift of the automatic transmission unit 20 provided between the second electric motor M2 and the drive wheel 38, the reverse drive torque from the drive wheel 38 is used as the cranking for starting the engine. 11 is the same as in the above-described embodiment, the control operation shown in the flowchart of FIG. 11 is also effective in a parallel hybrid vehicle. In addition, since the said clutch between the engine 8 and the 2nd electric motor M2 is provided as needed, the structure where the said parallel hybrid vehicle is not equipped with the clutch can also be considered.

  In the above-described embodiment, the operating state of the first electric motor M1 is controlled, so that the differential unit 11 (power distribution mechanism 16) continuously changes the speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. For example, the gear ratio γ0 of the differential unit 11 is not changed continuously, but is changed stepwise using a differential action as a stepped transmission. It may function.

  Further, in the transmission mechanism 10, the engine 8 and the differential unit 11 are directly connected, but the engine 8 may be connected to the differential unit 11 via an engagement element such as a clutch.

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

  Further, in the power transmission path from the engine 8 to the drive wheels 38, the automatic transmission unit 20 is connected next to the differential unit 11, but the order in which the differential unit 11 is connected next to the automatic transmission unit 20 is as follows. But you can. In short, the automatic transmission unit 20 may be provided so as to constitute a part of a power transmission path from the engine 8 to the drive wheels 38.

  Further, according to FIG. 1, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the electrical differential function that can electrically change the differential state of the entire transmission mechanism 10 and its electrical type. The present invention is applied even if the differential unit 11 and the automatic transmission unit 20 are not mechanically independent as long as they have a function of shifting according to a principle different from the shifting by the differential function.

  In the present embodiment, the power distribution mechanism 16 is a single planetary, but may be a double planetary.

  The engine 8 is connected to the first rotating element RE1 constituting the differential planetary gear unit 24 so that power can be transmitted, and the first electric motor M1 is connected to the second rotating element RE2 so that power can be transmitted. A power transmission path to the drive wheel 38 is connected to the rotating element RE3. For example, in a configuration in which two planetary gear devices are connected to each other by a part of the rotating elements constituting the planetary gear device, the planetary gear device is connected. The engine, electric motor, and drive wheels are connected to the rotating elements of the planetary gear unit so that power can be transmitted, and can be switched between stepped and continuously variable transmissions by control of a clutch or brake connected to the rotating elements of the planetary gear unit. The present invention is also applied to the configuration.

  The automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission, but may be a continuously variable CVT.

  In addition, the second electric motor M2 is directly connected to the transmission member 18, but the connection position of the second electric motor M2 is not limited thereto, and is directly in the power transmission path between the engine 8 or the transmission member 18 and the drive wheels 38. Or indirectly connected via a transmission, a planetary gear device, an engagement device or the like.

  In the power distribution mechanism 16, the differential carrier CA0 is connected to the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. Their connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are connected to any of the three elements CA0, S0, R0 of the differential planetary gear unit 24. It does not matter.

  Further, although the engine 8 is directly connected to the input shaft 14, it only needs to be operatively connected through, for example, a gear, a belt, or the like, and does not need to be disposed on a common shaft center.

  In addition, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the differential sun gear S0, and the second motor M2 is connected to the transmission member 18, The first motor M1 is operatively connected to the differential sun gear S0 and the second motor M2 is connected to the transmission member 18, for example, via a gear, a belt, a speed reducer, or the like. It may be.

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

  The power distribution mechanism 16 is composed of a pair of differential unit planetary gear units 24. However, the power distribution mechanism 16 is composed of two or more planetary gear units. It may function as a machine.

  Further, the second electric motor M2 is connected to the transmission member 18 constituting a part of the power transmission path from the engine 8 to the drive wheel 38, but the second electric motor M2 is connected to the power transmission path. In addition, it is possible to connect to the power distribution mechanism 16 via an engagement element such as a clutch, and the speed change that enables the differential state of the power distribution mechanism 16 to be controlled by the second electric motor M2 instead of the first electric motor M1. The structure of the mechanism 10 may be used.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device to which a control device of the present invention is applied. FIG. 2 is an operation chart for explaining the relationship between a shift operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of FIG. FIG. 2 is a collinear diagram illustrating relative rotational speeds of gears when the hybrid vehicle drive device of FIG. It is a figure explaining the input / output signal of the electronic controller provided in the drive device for hybrid vehicles of FIG. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the hybrid vehicle drive device of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, An example of a pre-stored switching diagram that is used as a basis for determining whether to change the speed change state of the mechanism, and a pre-stored drive having a boundary line between the engine travel region and the motor travel region for switching between engine travel and motor travel It is a figure which shows an example of a power source switching diagram, Comprising: It is also a figure which shows each relationship. FIG. 8 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 7. It is also a conceptual diagram. It is a figure which shows an example when the shift line of FIG. 7 is changed to the high vehicle speed side. FIG. 10 is a diagram for explaining that the motor travel region of FIG. 7 is reduced and the shift line can be changed to the high vehicle speed side so that the shift line is removed from the reduced motor travel region; Pattern A is the same shift map and driving force source switching diagram as in FIG. FIG. 5 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 4, that is, a control operation for suppressing a shock that occurs during start control of the engine 8 while the motor is running. It is a figure which shows the case where SA2 of the flowchart of FIG. 11 is replaced with determination about engine water temperature. It is a figure which shows the case where SA2 of the flowchart of FIG. 11 is replaced with the determination about the temperature of an electric motor.

Explanation of symbols

8: Engine (motor) 10: Speed change mechanism (power transmission device)
11: Differential section (electric differential section) 14: Input shaft 16: Power distribution mechanism (differential mechanism) 20: Automatic transmission section (transmission section)
38: Drive wheel 40: Electronic control device (control device)
M1: first electric motor M2: second electric motor

Claims (6)

An input shaft, a differential mechanism connected between the input shaft and the drive wheel, and a first motor connected to the differential mechanism so as to be able to transmit power are controlled in operating state of the first motor. An electric differential unit in which the differential state of the differential mechanism is controlled, a transmission unit constituting a part of a power transmission path between the input shaft and the drive wheel, and the power transmission path A power transmission device comprising: a second electric motor coupled to the power transmission device;
A controller for a hybrid vehicle drive device including a prime mover coupled to the input shaft so as to be capable of transmitting power,
A control device for a hybrid vehicle drive device, characterized in that, when a predetermined condition is satisfied, shifting of the transmission unit during running of the electric motor running using only the second electric motor as a driving force source is prohibited or restricted. The hybrid vehicle according to claim 1, wherein the case where the predetermined condition is satisfied is a case where the temperature of the lubricating fluid in the power transmission device is lower than a predetermined power transmission device temperature determination value. Control device for driving device. The case where the predetermined condition is satisfied is a case where the temperature of the cooling fluid in the prime mover is lower than a predetermined prime mover temperature determination value. apparatus. The case where the predetermined condition is satisfied is a case where the temperature of the first electric motor or the second electric motor is lower than a predetermined electric motor temperature determination value. Control device. 2. The control device for a hybrid vehicle drive device according to claim 1, wherein the case where the predetermined condition is satisfied is a case where the vehicle is running on the electric motor. The hybrid according to any one of claims 1 to 5, wherein when the predetermined condition is satisfied, an electric motor travel region for determining a travel state of the vehicle as the electric motor travel is reduced. A control device for a vehicle drive device.

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