JP2009166644A - Control device for vehicle power transmission device - Google Patents

Abstract

In a power transmission device for a hybrid vehicle including an engine, a first motor, and a second motor, traveling becomes difficult when the first motor and / or the second motor become inoperable during motor traveling. Provided is a control device that avoids this.
When a first electric motor M1 and / or a second electric motor M2 cannot normally operate during motor running, an engine 8 is started if possible and a differential section 11 is set in a differential limiting state. Therefore, the driving power source can be switched to the engine 8 and the traveling can be continued by the engine traveling, and it can be avoided that the traveling becomes difficult. Further, since the differential unit 11 is in the differential limited state and the engine travel is executed, the travel can be continued regardless of the failure of the first electric motor M1 or the second electric motor M2 in the engine travel.
[Selection] Figure 6

Description

  The present invention relates to a technique for dealing with a failure in an electric system in a vehicle power transmission device using an engine and an electric motor as a driving force source for traveling.

Conventionally, an electric differential unit that has a first electric motor and a differential mechanism and that controls the differential state of the differential mechanism by controlling the operating state of the first electric motor, and the electric difference thereof 2. Description of the Related Art There is known a hybrid vehicle power transmission device that includes an engagement device as a differential limiting mechanism capable of limiting the differential of a moving part and a second electric motor coupled to a power transmission path. For example, this is the power transmission device for a hybrid vehicle disclosed in Patent Document 1. In the control device for a hybrid vehicle power transmission device disclosed in Patent Document 1, when the first electric motor and / or the second electric motor cannot operate normally when the engine is running, the electric differential unit is different. It is forbidden to be in an operable differential state for operation.
JP 2006-17232 A JP 2005-264762 A

  According to the control device for a hybrid vehicle power transmission device disclosed in Patent Document 1, if the electric differential portion is in a non-differential state incapable of differential action when the engine is running, the first electric motor and The vehicle can run without the second motor involved, and appropriate running performance is ensured even when the first motor and / or the second motor cannot operate normally. However, the first electric motor and / or the second electric motor may not be able to operate normally even during motor traveling using the second electric motor as a driving power source for traveling without using the engine as a driving power source. The control device does not take this measure, and in such a case, traveling may become difficult. Such a problem is not publicly known.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide a vehicle power transmission apparatus that selectively uses an engine and an electric motor as a driving force source for traveling. An object of the present invention is to provide a control device that avoids difficulty in traveling when the first motor and / or the second motor becomes inoperable normally.

  In order to achieve this object, the invention according to claim 1 includes: (a) a differential mechanism coupled to the engine so as to be capable of transmitting power, and the operation state of the first electric motor is controlled to control the differential mechanism. An electric differential unit in which a differential state of the electric differential unit is controlled, a differential limiting mechanism capable of setting the electric differential unit into a differential limiting state in which a predetermined differential state cannot be obtained, and a drive wheel And a second electric motor coupled so as to be capable of transmitting power, (b) one or both of the first electric motor and the second electric motor during motor running. If the engine is not normally operable, the engine is started and the electric differential unit is set to a differential limited state.

  According to a second aspect of the present invention, when either one of the first electric motor and the second electric motor is not normally operable, the electric differential unit is set in a differential limiting state and the engine is operated by the other electric motor. Is started.

  According to a third aspect of the present invention, when one or both of the first electric motor and the second electric motor are not normally operable, the electric differential unit is set in a differential limiting state to thereby prevent the engine from being operated. If the engine can be started, the engine is started by placing the electric differential section in a differential limited state in preference to the engine starting by the first electric motor or the second electric motor.

  According to a fourth aspect of the invention, (a) a speed change part that constitutes a part of a power transmission path from the electric differential part to the drive wheel is provided, and (b) the first motor and the second motor. When one or both of these are inoperable normally, the gear ratio of the transmission unit is set in the same manner as in the case where the first motor and the second motor are normally operable. .

  According to the control apparatus for a vehicle power transmission device of the first aspect of the present invention, when either one or both of the first electric motor and the second electric motor cannot normally operate during motor running, the engine And the electric differential section is set in the differential limited state, so that the driving force source is switched to the engine and the running can be continued by running the engine, so that the running can be avoided.

  According to the control device for a vehicle power transmission device of the invention according to claim 2, when either one of the first electric motor and the second electric motor is not normally operable, the electric differential unit is connected. Since the engine is started by the other electric motor in the dynamic restriction state, the engine is started by the other electric motor that has not become incapable of normal operation, and traveling can be continued by running the engine.

  According to the control device for a vehicle power transmission device of a third aspect of the invention, when one or both of the first electric motor and the second electric motor cannot normally operate, the electric differential unit is If the engine can be started by setting the differential limit state, the electric differential unit is set to the differential limit state in preference to the engine start by the first motor or the second motor. Since the engine is started, the opportunity to use the first electric motor or the second electric motor for starting the engine is reduced, and further safety can be ensured.

  According to a control device for a vehicle power transmission device of a fourth aspect of the present invention, the vehicle power transmission device includes a speed change portion that constitutes a part of a power transmission path from the electric differential portion to the drive wheel. When either one or both of the first motor and the second motor cannot operate normally, the transmission gear ratio of the transmission unit is set in the same manner as when the first motor and the second motor can operate normally. Therefore, it is possible to ensure a running performance close to the running performance when the first electric motor and the second electric motor can operate normally.

  Preferably, when one of the first electric motor and the second electric motor is not normally operable, the electric differential unit is configured to limit the differential that allows the engine to be started by the other electric motor. The engine is started by the other electric motor. In this way, the engine can be started by the other electric motor that has not become inoperable normally, and the running can be continued by running the engine.

  Preferably, when one or both of the first electric motor and the second electric motor cannot normally operate, the power source of the electric motor that cannot operate normally while the engine is running with the engine as a driving force source. Is turned off. In this way, it is possible to ensure sufficient safety without energizing the motor that cannot operate normally.

  Preferably, when one or both of the first electric motor and the second electric motor cannot operate normally and the engine cannot be started, an electric motor that can be controlled for vehicle travel is provided. Motor running using the driving force source is performed. In this way, it is possible to continue running even when the engine cannot be started.

  Preferably, the differential state of the electric differential unit is changed so that the vehicle can run by an electric motor as a driving force source. If it does in this way, it will become possible to drive with the electric motor used as the drive power source.

  Further preferably, when engine running is performed when one or both of the first electric motor and the second electric motor are not normally operable, a predetermined output upper limit at which the engine can output is set. The value is lowered. In this way, further safety can be ensured.

  Preferably, (a) the differential mechanism includes a first rotating element connected to the engine, a second rotating element connected to the first electric motor, a second rotating element connected to the second electric motor and a drive wheel. (B) the differential limiting mechanism includes a first rotation element to a third rotation element in order to make the differential mechanism in a differentially operable state in which a differential action is operable. In order to make the relative mechanisms rotatable relative to each other and to make the differential mechanism in a non-differential state where differential action is impossible, the first to third rotating elements are rotated together or the second rotating element is This is a non-rotating state. In this way, the differential mechanism is configured to be switched between a differential enabled state and a non-differential state.

  Preferably, the differential limiting mechanism connects at least two of the first to third rotating elements with each other in order to integrally rotate the first to third rotating elements together. In order to put the clutch and / or the second rotating element in a non-rotating state, a brake for connecting the second rotating element to a non-rotating member is provided. With this configuration, the differential mechanism can be easily switched between the differential state and the non-differential state.

  Preferably, the differential mechanism is a single pinion type planetary gear device, the first rotating element is a carrier of the planetary gear device, and the second rotating element is a sun gear of the planetary gear device, The third rotating element is a ring gear of the planetary gear device. In this way, the axial dimension of the differential mechanism is reduced.

  Preferably, when the differential mechanism is in a differential limit state, the electric differential unit is in a differential limit state, and the differential limit state of the differential mechanism has the differential limit mechanism. A slip engagement state in which the clutch or brake is slid or a non-differential state in which the differential action is disabled by engagement of the clutch or brake.

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

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

  Thus, in the power transmission device 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 power transmission device 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 possible, that is, the differential action is enabled, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, since the relative action is possible. Since the part of the output of the distributed engine 8 is stored with the 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 to a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is linked regardless of the predetermined rotation of the engine 8. To be varied. That is, when the power distribution mechanism 16 is in a differential state, the differential unit 11 is also in a 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). ) Is 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. When the power distribution mechanism 16 is brought into a differential state in this way, the first electric motor M1, the second electric motor M2, and the engine 8 are connected to the power distribution mechanism 16 (differential unit 11) so as to be able to transmit power. By controlling the state, 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. The power distribution mechanism 16 may be in a slip engagement state in which the switching clutch C0 or the switching brake B0 is slid, and the non-differential of the power distribution mechanism 16 to which the switching clutch C0 or the switching brake B0 is engaged. In neither the state nor the slip engagement state, a predetermined differential state of the differential unit 11 (power distribution mechanism 16), that is, a state in which the three elements of the differential unit planetary gear device 24 can freely rotate relative to each other cannot be obtained. It can be said that it is a differential limited state. In the present embodiment, the differential state of the power distribution mechanism 16 is described as a state in which the switching clutch C0 and the switching brake B0 are released and the three elements of the differential planetary gear unit 24 are freely rotatable relative to each other. Therefore, the differential enable state does not include the differential limit state.

  As described above, in this embodiment, the switching clutch C0 and the switching brake B0 are configured so that the speed change state of the differential unit 11 (power distribution mechanism 16) can be made differential, that is, non-locked and non-differential, that is, locked. In other words, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electrical differential device, for example, an electrical continuously variable transmission that operates as a continuously variable transmission whose gear ratio can be continuously changed. A continuously variable transmission state that can be operated, and a shift state that does not operate an electrical continuously variable transmission, for example, a locked state that locks a change in the gear ratio constant without operating as a continuously variable transmission and without a continuously variable transmission operation. A constant speed change state (non-differential state) in which an electric continuously variable speed operation is not performed, that is, an electric continuously variable speed shift operation is not possible. The ratio is functioning as a differential state switching device for selectively switching to a constant shifting state to operate as a transmission having a single stage or multiple stages. In other words, the switching clutch C0 and the switching brake B0 function as a differential limiting mechanism that can put the differential unit 11 (power distribution mechanism 16) into a differential limiting state including a non-differential state and a slip engagement state. Yes.

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. 1 or 2 bands wound around the outer peripheral surface of a rotating drum, or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator One end of each 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 of the band brake.

In the power transmission device 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, the first brake B1, second brake B2, and third brake B3 are selectively engaged and operated, so that any one of the first speed gear stage (first gear stage) to the fifth speed gear stage (fifth gear stage) is selected. Alternatively, the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially is proportional to 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 power transmission device 10, the differential unit 11 and the automatic transmission unit 20 that are brought into the constant transmission state by engaging any of the switching clutch C 0 and the switching brake B 0 operate as a stepped transmission. A stepped speed change state is configured, and the differential part 11 and the automatic speed changer 20 that are brought into a continuously variable speed state by operating neither the switching clutch C0 nor the switching brake B0 are operated as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the power transmission device 10 is switched to the step-shifted state by engaging any of the switching clutch C0 and the switching brake B0, and does not engage any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission 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 power transmission device 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. A first gear that is approximately “3.357” is established, and the gear ratio γ2 is smaller than the first gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A second gear that is about "2.180" is established, and the gear ratio γ3 is smaller than the second gear, for example, by engagement of the switching clutch C0, the first clutch C1, and the first brake B1. For example, the third speed gear stage of about “1.424” is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. The fourth speed gear stage which is about “1.000” is established, and the gear ratio γ5 is smaller than the fourth speed gear stage due to the engagement of the first clutch C1, the second clutch C2 and the switching brake B0. 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 power transmission device 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 gear ratio (total gear ratio) γT of the power transmission device 10 as a whole can be obtained continuously.

FIG. 3 illustrates a gear stage in a power transmission device 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 diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every 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 described above, the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism 16 (differential unit 11) has the first rotating element RE1 ( The differential carrier CA0) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (differential sun gear S0) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the second rotating element RE2. 1 is connected to the electric motor M1 and selectively connected to the case 12 via the switching brake B0, and the third rotating element (differential ring gear R0) RE3 is connected to the transmission member 18 and the second electric motor M2 to be input. The rotation of the 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 disengaged to switch to a continuously variable transmission state (differentiable state), the rotational speed of the first electric motor M1 is controlled to control the straight line L0 and the vertical line Y1. When the rotation of the differential portion sun gear S0 indicated by the intersection is raised or lowered, when the rotational speed of the differential portion ring gear R0 restrained by the vehicle speed V is substantially constant, the straight line L0 and the vertical line Y2 The rotational speed of the differential part carrier CA0 indicated by the intersection 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 illustrates a signal input to the electronic control device 40 that is a control device for controlling the power transmission device 10 according to the present invention and a signal output from the electronic control device 40. 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. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 40 includes a rotation speed sensor such as a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH , and a rotation speed sensor such as a resolver from each sensor and switch shown in FIG. A speed N _M1 (hereinafter referred to as “first motor rotational speed N _M1 ”), a signal indicating the rotational direction thereof, a rotational speed N _M2 of the second electric motor M2 detected by a rotational speed sensor 44 (see FIG. 1) such as a resolver. (hereinafter, referred to as "second electric motor rotation speed N _M2") signal representative of and direction of rotation signals indicative of engine rotational speed N _E is the rotational speed of the engine 8, a signal indicating the set value of gear ratio row, M-mode ( Manual transmission mode), an air conditioner signal indicating the operation of the air conditioner, and rotation of the output shaft 22 detected by the vehicle speed sensor 46 (see FIG. 1). Signal representing the traveling direction of the vehicle speed V and the vehicle corresponding to the degree N _OUT, the oil temperature signal indicative of a working oil temperature of the automatic transmission portion 20, the signal indicating the parking brake operation, a signal indicative of a foot brake operation, the catalyst shows the catalyst temperature Temperature signal, accelerator pedal position signal indicating the accelerator pedal operation amount Acc corresponding to the driver's required output, cam angle signal, snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise An auto cruise signal indicating traveling, 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 supplied. 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 position where the power transmission path in the power transmission device 10, that is, the automatic transmission unit 20 is interrupted, that is, in a neutral state, and the parking position “P ( Parking) ", reverse travel position" R (reverse) "for reverse travel, neutral position" N (neutral) "for achieving a neutral state in which the power transmission path in power transmission device 10 is interrupted, power transmission device In the automatic shift control, a forward automatic shift travel position “D (drive)” for executing automatic shift control within a change range of 10 shiftable total speed ratio γT or a manual shift travel mode (manual mode) is established. Forward manual shift travel position “M (manual) for setting a so-called shift range that limits the high-speed gear position. It is provided so as to be manually operated to ".

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 based on the relationship (shift diagram, shift map) shown in FIG. Is determined based on the vehicle state indicated by (2) to determine whether or not the shift of the automatic transmission unit 20 is to 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 power transmission device 10, that is, the differential enabling state of the differential unit 11, while the engine 8 and the second electric motor M2 The gear ratio γ0 of the differential unit 11 as an electrical continuously variable transmission is controlled by changing the distribution of the driving force and the reaction force generated by the power generation of 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 power transmission device 10 so 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 gear ratio γ0 of the differential unit 11 is controlled so that the target value is obtained, and the total gear ratio γT is within a changeable range of the gear, for example, 13 to 0.5. Control within the range.

  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.

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.

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. That is, in the present embodiment, except for a special state such as when the first electric motor M1 or the second electric motor M2 becomes unable to operate normally, speaking of the motor traveling, the engine 8 is not used as the driving power source for traveling. This refers to traveling using the electric motor M2 as a driving force source for 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, based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is to be engaged when the power transmission device 10 is in the stepped shift state. In accordance with the shift diagram shown in FIG. 7 stored in advance in the means 56, it is determined whether or not the gear position to be shifted of the power transmission device 10 is the speed increasing 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 locked 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 power transmission device 10 (differential unit 11) should be switched, that is, the power transmission device 10 is in a continuously variable control region where the power transmission device 10 is in a continuously variable speed change state or power. By determining whether the transmission device 10 is in the stepped control region where the stepped gear shift state is set, the shift state of the power transmission device 10 to be switched is determined, and the power transmission device 10 is switched between the stepless shift state and the stepped shift state. The shift state is selectively switched to either the step shift state.

  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 entire power transmission device 10, 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 speed gear stage is determined by the acceleration side gear stage determination means 62, the so-called overdrive gear stage in which the speed ratio is smaller than 1.0 is obtained for the entire power transmission device 10. Therefore, the switching control means 50 releases the switching clutch C0 and engages the switching brake B0 so that the differential unit 11 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. The command is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 62 that it is not the fifth speed gear stage, the switching control is performed in order to obtain a reduction side gear stage having a gear ratio of 1.0 or more as the entire power transmission device 10. The means 50 instructs 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. Output. As described above, the power transmission device 10 is switched to the stepped shift state by the switching control means 50, and is selectively switched to be one of the two types of shift steps in the stepped shift state. 11 is made to function as a sub-transmission, and the automatic transmission unit 20 in series with it functions as a stepped transmission, whereby the entire power transmission device 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 power transmission device 10 to the continuously variable transmission state, the power transmission device 10 as a whole can obtain the continuously variable transmission state. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42 so that the section 11 is in a continuously variable transmission state and can be continuously variable. 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 gears is continuously variable and the power transmission device 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 power transmission device 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 power transmission device 10 in the stepped gear shift 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 function deterioration due to low temperature occurs, the switching control means 50 preferentially places the power transmission device 10 in the stepped shift state in order to ensure vehicle travel even in the continuously variable control region. It is 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, engine 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 power transmission device 10 is in the stepped speed change state at the high speed so that the fuel consumption is prevented from deteriorating when the power transmission device 10 is in the stepless speed change state at the high speed travel. Is set to be. 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, when the vehicle is traveling at low to medium speed and at low to medium power, the power transmission device 10 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle, but the actual vehicle speed V is equal to the determination vehicle speed V1. In high-speed running exceeding this, the power transmission device 10 is in a stepped speed change 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. Conversion loss between power and electric energy generated when operating as a transmission is suppressed, and fuel efficiency is improved. Further, in high output traveling such that the driving force related value such as the output torque T _OUT exceeds the determination torque T1, the power transmission device 10 is set to a stepped transmission state in which it operates as a stepped transmission, and mechanical power transmission is exclusively performed. The region in which the output of the engine 8 is transmitted to the drive wheels 38 through the route to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle, and the first motor M1 should generate electricity. 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 driving 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 section 11 (power transmission device 10) of this embodiment can be selectively switched between the continuously variable transmission state and the stepped transmission state (constant transmission state), and is controlled by the switching control means 50. A shift state to be switched by the differential unit 11 is determined based on the vehicle state, and the differential unit 11 is selectively switched between a continuously variable transmission state and a 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.

  By the way, in a hybrid vehicle, even if one or both of the first electric motor M1 and the second electric motor M2 become unable to operate normally during motor running, the running performance should be ensured as much as possible. It is. The main part of the control function for that purpose will be described below.

Returning to FIG. 6, the motor operation availability determination unit 70 determines whether one or both of the first motor M <b> 1 and the second motor M <b> 2 cannot normally operate. The case where the first motor M1 and the second motor M2 cannot normally operate means, for example, that the first motor M1 and the second motor M2 themselves can normally operate, but the first motor rotation speed sensor and the second motor rotation. The first motor rotation speed N _M1 and the second motor rotation speed N _M2 are not normally detected due to a failure or a function deterioration of the speed sensor 44, and the hybrid control means 52 causes the differential unit 11 to perform an electric continuously variable transmission operation. The first motor rotation speed N _M1 and the second motor rotation speed N _M2 cannot be normally controlled. As another example, the failure or function of the first motor M1 or the second motor M2 itself, or the failure or function of a device related to the electric path, that is, the first motor M1, the second motor M2, the inverter 58, the power storage The first electric motor M1 and the second electric motor M2 are used to cause the continuously variable transmission of the differential unit 11 by the hybrid control means 52 due to a failure of the device 60, a transmission line connecting them, a function deterioration due to low temperature, or the like. This is a case where cannot be driven normally. In short, the case where the first electric motor M1 and the second electric motor M2 cannot normally operate is the case where the first electric motor M1 and the second electric motor M2 cannot be operated in a preset operable state, that is, a normal operating state. is there.

Therefore, the motor actuation permission determination unit 70, detects the state of the first electric motor speed N _M1 and the second electric motor rotation speed N _M2, turn-on states of the first electric motor M1 and the second electric motor M2, so the first electric motor speed N _M1 Or the second motor rotation speed _NM2 or the like, the first motor rotation speed sensor or the second motor rotation speed sensor 44 is malfunctioning or degraded, the first motor M1 or the second motor M2 itself is malfunctioning or degraded, or It is determined whether or not either one or both of the first electric motor M1 and the second electric motor M2 is inoperable normally by determining a failure of the device related to the electric path or a decrease in function. As described above, the motor operation availability determination means 70 determines whether or not at least one of the first motor M1 and the second motor M2 cannot normally operate. The first motor rotation speed sensor or the second motor is determined. As motor failure determination means for determining failure (failure) or function deterioration of the rotation speed sensor 44, failure or function deterioration of the first electric motor M1 or the second electric motor M2 itself, or equipment failure or function deterioration related to the electric path Function.

  The engine start availability determination means 72 determines whether or not the engine 8 can be started. For example, when the engine 8 cannot be started, for example, when the engine 8 itself has failed, one of peripheral devices such as the ignition device 99, the fuel injection device 98, and the electronic throttle valve 96 of the engine 8 is used. The engine 8 and its peripheral devices are not abnormal, but the output torque of the first electric motor M1 or the second electric motor M2 or the reverse from the drive wheel 38 in order to perform cranking of the engine 8 When the driving force cannot be obtained sufficiently, the engine 8 cannot be started. The engine start availability determination means 72 does not need to make the above determination when the engine 8 is already driven. Therefore, when the engine 8 is stopped, for example, during motor driving or during coast driving with the engine stopped. Do.

To this way the engine start permission determination unit 72 determines that the engine 8 can be started, i.e., the engine start permission determination unit 72 rotation speed of the engine rotational speed N _E of the predetermined available engine start as its basis It is necessary to specify the cranking means, that is, the engine starting method, for raising the engine speed to N _E ′. Therefore, the engine start availability determination means 72 determines the engine start method by giving priority to the engine 8 because the engine 8 should be started by the method with the least load on the vehicle in the event of an electric system failure. Specifically engine start determination unit 72, first as a first priority, it is the engine speed N _E the engine startable so likely that the engine 8 and the like the engine 8 to the vehicle speed V is dragged already rotated It is determined whether or not the rotational speed is N _E ′ or more. If the result is affirmative, the method of injecting and igniting the fuel as it is is selected and specified as the engine starting method. If it is negative, that is, if the first priority determination is negative, the engine start availability determination means 72 assumes the second priority and the differential restrained by the vehicle speed V and the gear position of the automatic transmission unit 20. the second electric motor rotation speed N _M2 output is a rotational speed of the part 11 obtains the engine rotational speed N _E by engagement of the switching clutch C0 experimentally can be raised above the engine startable speed N _{E '} It is determined whether or not the predetermined rotational speed N _M2 ′ is greater than or equal to the predetermined rotational speed N _M2 ′. Select and identify as a method. If it is negative, that is, if the determination of the first priority and the second priority is negative, the engine start availability determination means 72 sets the third priority as one of the first electric motor M1 and the second electric motor M2. When one of the motors cannot operate normally but the other motor can operate normally, the differential unit 11 (power distribution mechanism 16) is set to a non-differential state (differential limited state), and the engine is rotated by the other motor. the speed N _E is determined whether it is possible to rise above the engine startable speed N _{E ',} the engine rotation by its other motor (normal actuable motor) when it is positive selected to identify a method to increase the speed N _E as a method starting the engine.

When either one of the first motor M1 and the second motor M2 is not normally operable, the method of starting the engine 8 by the other motor when the other motor is normally operable is specifically described. As a result, the first clutch C1 and the second clutch C2 are disengaged, and the engagement of the switching clutch C0 brings the differential portion 11 (power distribution mechanism 16) into a non-differential state in which the engine can be started. an engine starting method by increasing the rotational speed of the (normal operable first electric motor M1 or the second electric motor M2) raise the engine rotational speed N _E. Here, in order to put the differential portion 11 in the non-differential state, the switching brake B0 may be engaged instead of the switching clutch C0, but the differential portion 11 can start the engine by the other electric motor. Therefore, the switching brake B0 is not engaged when the other motor (the motor that can be normally operated) is the first motor M1.

  Thus, it can be said that the engine start availability determination means 72 for selecting and specifying the engine start method also functions as the engine start method selection means. The engine start availability determination means 72 is capable of normal operation of the engine 8 and its peripheral devices. If the engine starting method of any of the first to third priorities can be selected and specified, a positive determination is made that the engine 8 can be started. On the other hand, the engine start availability determination means 72 is negative when the engine 8 or its peripheral devices cannot operate normally or when any of the first to third priority engine starting methods cannot be selected. Make a good judgment.

The aforementioned engine start / stop control means 66 functions as an engine start control means when the engine 8 is started, and functions as an engine stop control means when the engine 8 is stopped. The engine start / stop control means 66 as the engine start control means is determined by the engine start availability determination means 72 to be able to start the engine 8, and the motor operation enable / disable determination means 70 determines the first motor M1 and the second motor M2. The engine 8 is started when it is affirmatively determined that either one or both of them cannot operate normally. In this case, the engine start / stop control means 66 starts the engine 8 by the engine start method selected by the engine start availability determination means 72. That is, the engine start / stop control means 66 includes (1) a method of injecting and igniting fuel as it is, (2) a method of bringing the differential portion 11 into a non-differential state by engaging the switching clutch C0, and (3) normal by any feasible engine starting method selected by the engine method of increasing the rotational speed N _E, the priority order of the first operable first electric motor M1 or the second electric motor M2 to perform the starting of the engine 8. In other words, the engine start / stop control means 66 sets the engine by the first electric motor M1 or the second electric motor M2 if the engine 8 can be started by setting the differential portion 11 to the non-differential state (differential limited state). The engine 8 is started by placing the differential unit 11 in a non-differential state (differential limited state) in preference to the starting of FIG.

  When a positive determination is made by the motor operation enable / disable determining means 70 and the start of the engine 8 by the engine start / stop control means 66 is completed, the differential limiting means 74 is configured so that the differential unit 11 (power The distribution mechanism 16) is set to the slip engagement state or the non-differential state. In short, the differential unit 11 (power distribution mechanism 16) is set to the differential limited state. For example, the differential limiting means 74 puts the differential unit 11 into a non-differential state in which the switching brake B0 or the switching clutch C0 is engaged (locked) when the vehicle speed V is a high vehicle speed exceeding a predetermined speed. When the vehicle speed V is a low vehicle speed equal to or lower than the predetermined speed, a slip engagement state in which the switching brake B0 or the switching clutch C0 is slipped is set. Note that which of the switching brake B0 and the switching clutch C0 is to be engaged is determined as usual according to the engagement operation table of FIG. 2 and the shift diagram of FIG.

  When an affirmative determination is made by the motor operation enable / disable determination unit 70 and the engine start / stop control unit 66 completes the start of the engine 8, the motor power supply cutoff unit 76 includes the first motor M1 and the second motor M2 in the inverter 58. The power supply circuit for the first motor M1 and the second motor M2 are shut off, that is, turned off. Here, when one or both of the first electric motor M1 and the second electric motor M2 cannot normally operate, that is, when the electric system is in a failed state, the power sources of the first electric motor M1 and the second electric motor M2 are already turned on. Since it may be turned off, in such a case, the motor power shut-off means 76 continues to power off the first motor M1 and the second motor M2. The electric motor power shut-off means 76 only needs to turn off the power of at least the first electric motor M1 and the second electric motor M2 that cannot normally operate, and the electric power of both the first electric motor M1 and the second electric motor M2 must be turned off. It doesn't have to be. Further, the engine start / stop control means 66 injects and ignites the fuel as it is in (1), or makes the differential portion 11 non-differential by engaging the switching clutch C0 in (2). When the engine 8 is to be started, neither the first motor M1 nor the second motor M2 is required for starting the engine. Therefore, immediately after the affirmative determination of the engine start permission determination means 72 without waiting for the completion of the engine start control, the motor power supply The shut-off means 76 may turn off the power of the first electric motor M1 and the second electric motor M2.

When the motor operation availability determination means 70 makes a positive determination, the engine output restriction means 78 determines the durability of the engine 8 when the engine is running, that is, when the engine 8 is started by the engine start / stop control means 66. The engine output is limited by lowering the output upper limit value that can be output from the engine 8 that is experimentally obtained from the viewpoint of maintaining the performance. In concrete another manner, the engine output increases as the engine rotational speed N _E is increased, fuel cut-off rotation the fuel supply to the upper limit value, that is, to the engine 8 of the engine rotational speed N _E corresponding to the output upper limit value is interrupted The speed is set in advance, and the engine output limiting means 78 limits the engine output by lowering the fuel cut rotational speed as compared with the case where the first electric motor M1 and the second electric motor M2 can operate normally. Alternatively, the engine output limiting means 78 may limit the engine output by lowering the preset upper limit opening of the electronic throttle valve 96, or reduce the increase rate of the throttle opening θ _TH with respect to the increase of the accelerator opening Acc. Thus, the engine output may be limited.

  In this way, the engine 8 can be started when one or both of the first electric motor M1 and the second electric motor M2 cannot operate normally, that is, when the electric system is in a failed state, while the motor is running. In this case, the first motor M1 and the second motor M2 do not need to be involved in the vehicle travel, so that the automatic transmission unit 20 functions as a shift control means for shifting. The stepped shift control means 54 executes the shift control of the automatic transmission unit 20 in the same manner as when the first motor M1 or the second motor M2 is normally operable even when the first motor M1 or the second motor M2 is not normally operable. The gear ratio of the automatic transmission unit 20 is set in the same manner.

  Similarly to the motor operation availability determination unit 70, the motor travel availability determination unit 80 determines whether the first motor M1 and the second motor M2 are not normally operable, and determines the first motor M1 or the second motor M2. It is determined whether or not the motor traveling using the driving force source for traveling is possible. For example, when the first electric motor M1 can operate normally but the second electric motor M2 cannot operate normally, it is determined that the motor can be driven using the first electric motor M1 as a driving power source for driving. . If the first electric motor M1 cannot operate normally but the second electric motor M2 can operate normally, it is determined that the motor can be driven using the second electric motor M2 as a driving force source for driving. . That is, the motor travel propriety determination means 80 is a motor that uses the first motor M1 or the second motor M2 as a driving force source for travel when at least one of the first motor M1 and the second motor M2 can operate normally. An affirmative determination is made that traveling is possible, and a negative determination is made if both of the first electric motor M1 and the second electric motor M2 cannot operate normally. As described above, the motor travel enable / disable determining means 80 determines whether or not the first motor M1 and the second motor M2 are not normally operable in the same manner as the motor operation enable / disable determining means 70. Therefore, both means 70 and 80 are the same means. It doesn't matter. In addition, since the motor travel enable / disable determining means 80 also selects the drive power source when the motor travel is executed, it can be said that the motor travel propriety is a drive power source selection means for motor travel.

  When the motor operation availability determination means 70 makes a positive determination and the engine start availability determination means 72 makes a negative determination, the motor travel execution means 82 can control the first motor M1 or the second motor that can be controlled for vehicle travel. Motor travel is performed using M2 as a driving force source for travel. That is, when the motor operation availability determination means 70 makes a positive determination and the engine start availability determination means 72 makes a negative determination, the motor travel execution means 82 travels the first motor M1 by the motor travel availability determination means 80. When it is determined that the motor travel using the driving force source for the motor is possible, the motor traveling using the first electric motor M1 as the driving power source for traveling is executed, and the motor travel propriety determination means 80 If it is determined that the motor can be driven using the second electric motor M2 as a driving force source for driving, motor driving using the second electric motor M2 as a driving force source for driving is executed. However, since the second electric motor M2 is a driving force source in normal motor travel, the motor travel execution means 82 preferentially executes motor travel by the second electric motor M2 over motor travel by the first electric motor M1.

  Further, the motor travel execution means 82 changes the differential state of the differential section 11 so that the motor can be traveled by the first electric motor M1 or the second electric motor M2 that is used as a driving force source for travel. When the first electric motor M1 is used as a driving force source, the differential unit 11 (power distribution mechanism 16) needs to be in a non-differential state in which the switching clutch C0 is engaged, and the second electric motor M2 is driven. This is because when the power source is used, the differential unit 11 (power distribution mechanism 16) needs to be in a differential state where the switching brake B0 and the switching clutch C0 are released. Therefore, specifically, the motor travel execution means 82 engages the switching clutch C0 to place the differential portion 11 (power distribution mechanism 16) in a non-differential state when executing the motor travel by the first electric motor M1. Further, when the motor running by the second electric motor M2 is executed, the switching brake B0 and the switching clutch C0 are released to make the differential unit 11 (power distribution mechanism 16) differential.

  In the motor traveling by the first electric motor M1 or the second electric motor M2 executed in this way, it is not particularly necessary to change the shift control of the automatic transmission unit 20, but it is desirable that the vehicle can travel with a low driving torque. The stepped speed change control means 54 selects a lower speed side gear stage as compared with when the first electric motor M1 and the second electric motor M2 can operate normally. Alternatively, the stepped shift control means 54 may prohibit the upshifting of the automatic transmission unit 20.

  When the motor operation availability determination means 70 makes a positive determination, the engine start availability determination means 72 determines that the engine 8 cannot be started, and the motor travel availability determination means 80 makes a negative determination. Since the vehicle cannot travel, the hybrid control means 52 stops the vehicle. Or you may leave it.

  FIG. 9 shows the main part of the control operation of the electronic control unit 40, that is, as long as one or both of the first electric motor M1 and the second electric motor M2 become unable to operate normally during motor running. It is a flowchart explaining the control action | operation for maintaining driving | running | working, for example, is repeatedly performed by the very short cycle time of about several msec thru | or several dozen msec. Note that this flowchart is preferably executed while the motor is running.

First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the motor operation availability determination means 70, whether or not the electric system is in a failed state, specifically, the first electric motor M1 and the second electric motor M2. It is determined whether or not one or both of these are inoperable normally. For example, the detection state of the first electric motor speed _{N M1} and the second electric motor rotation speed _{N M2,} turn-on states of the first electric motor M1 and the second electric motor M2, so the first electric motor speed _{N M1} and the second electric motor rotation speed _{N M2} Based on the above, failure or function deterioration of the first motor rotation speed sensor or second motor rotation speed sensor 44, failure or function deterioration of the first motor M1 or second motor M2 itself, or failure of equipment related to the electric path The above-mentioned determination is made by determining the function degradation. If this determination is affirmative, that is, if either one or both of the first electric motor M1 and the second electric motor M2 cannot operate normally, the process proceeds to SA2. On the other hand, if this determination is negative, the flowchart of FIG. 9 ends.

  In SA2 corresponding to the engine start availability determination means 72, it is determined whether or not the engine 8 can be started. If this determination is affirmative, that is, if the engine 8 can be started, the routine proceeds to SA3. On the other hand, if this determination is negative, the process proceeds to SA6. For example, when the engine 8 itself is out of order, when some of peripheral devices such as the ignition device 99, the fuel injection device 98, the electronic throttle valve 96 of the engine 8 are out of order, or when the engine 8 and its peripheral devices are out of order. If the output torque of the first electric motor M1 or the second electric motor M2 or the reverse driving force from the drive wheels 38 is not sufficiently obtained in order to perform the cranking of the engine 8, that is, the engine starting cranking is not performed. If there is no ranking means, a negative determination is made in SA2, that is, a determination that the engine 8 cannot be started is made. Therefore, in SA2, when the engine 8 and the peripheral devices of the engine 8 are not broken, that is, when normal operation is possible, the cranking means for engine starting, that is, the engine starting method is specified. This is because if the cranking means is present, it can be determined that the engine 8 can be started. Specifically, the engine starting method is specified with priorities as shown in the flowchart of FIG.

FIG. 10 is executed in the determination of SA2 when it can be determined that the engine 8 can be started if any engine starting method is specified, for example, when the engine 8 and peripheral devices of the engine 8 can operate normally. It is a flowchart illustrating a control operation for specifying the engine start method corresponding to the engine start availability determination means 72. In SA21 of FIG. 10, whether or not the engine rotational speed N _E is the engine startable speed N _{E 'or} is determined in SA22 when the determination is affirmative, then it injects fuel The ignition method is selected and specified as the engine start method. On the other hand, if the determination of SA21 is negative, the process proceeds to SA23.

In the SA 23, the second electric motor rotation speed N _M2 output is a rotational speed of the differential portion 11, the engine rotational speed N _E by engagement of the switching clutch C0 to increase to the engine startable speed N _{E 'or} It is determined whether or not the predetermined rotational speed N _M2 ′ determined experimentally is greater than or equal to that. If the determination is affirmative, in SA24, the differential portion 11 is engaged by the engagement of the switching clutch C0. Is selected and specified as the engine starting method. On the other hand, if the determination at SA23 is negative, the operation proceeds to SA25.

In SA25, whether or not the engine 8 can be cranked by the first motor M1 or the second motor M2, that is, when at least one of the first motor M1 and the second motor M2 is normally operable. The first clutch C1 and the second clutch C2 are disengaged, and the differential portion 11 (power distribution mechanism 16) is brought into a non-differential state (differential limited state) by engagement of the switching clutch C0, and the engine is rotated by a motor that can operate normally. it is determined whether it is possible to increase the speed N _E to the engine startable speed N _{E 'or,} in SA26 when the determination is affirmative, the engine rotational speed by the normal actuable motor method for increasing the N _E is selected as the method starting the engine identified.

  On the other hand, if the determination at SA25 is negative, it means that there is no engine starting method. Therefore, at SA27, the determination at SA2 in FIG. 9 is negative, that is, it is determined that the engine 8 cannot be started. It should be.

  Since the engine start method is specified in SA28 after execution of SA22, SA24, or SA26 in FIG. 10, a positive determination is made in the determination of SA2 in FIG. 9, that is, the engine 8 is determined to be startable. It should be.

Returning to FIG. 9, in SA3 corresponding to the engine start / stop control means 66, the engine 8 is started by the engine start method selected in SA2. That is, (1) a method of injecting and igniting fuel as it is, (2) a method of bringing the differential portion 11 into a non-differential state by engagement of the switching clutch C0, or (3) a first electric motor M1 that can operate normally or the second method of increasing the engine rotational speed N _E by the electric motor M2, so any of the feasible engine starting method selected in priority order of the starting of the engine 8, the engine running is executed. After SA3, the process proceeds to SA4.

  In SA4 corresponding to the differential limiting means 74, the differential unit 11 (power distribution mechanism 16) is set to the slip engagement state or the non-differential state, in other words, the differential limiting state, in order to realize engine running. After SA4, the process proceeds to SA5.

  In SA5 corresponding to the motor power supply shut-off means 76 and the engine output limiting means 78, the power supply circuits to the first motor M1 and the second motor M2 in the inverter 58 are cut off and the first motor M1 and the second motor are turned off. The power supply of M2 is cut off or turned off. Further, the engine output is limited, for example, by reducing the fuel cut rotational speed as compared with the case where the first electric motor M1 and the second electric motor M2 can operate normally.

  In SA6 corresponding to the motor travel enable / disable determining means 80, it is determined whether or not motor travel is possible using the first electric motor M1 or the second electric motor M2 as a driving force source for travel. For example, when the first electric motor M1 can operate normally but the second electric motor M2 cannot operate normally, it is determined that the motor can be driven using the first electric motor M1 as a driving power source for driving. The If the first electric motor M1 cannot operate normally but the second electric motor M2 can operate normally, it is determined that the motor can be driven using the second electric motor M2 as a driving power source for driving. The That is, in SA6, when at least one of the first electric motor M1 and the second electric motor M2 can operate normally, motor traveling using the first electric motor M1 or the second electric motor M2 as a driving force source for traveling is possible. When the positive determination is made and both the first electric motor M1 and the second electric motor M2 are not normally operable, a negative determination is made. If the determination of SA6 is affirmative, the process proceeds to SA7. On the other hand, if the determination of SA6 is negative, the process proceeds to SA8.

  In SA7 corresponding to the motor travel execution means 82, motor travel is executed using the first electric motor M1 or the second electric motor M2 that can be controlled for vehicle travel as a driving force source for travel. That is, when it is determined in SA6 that motor traveling using the first electric motor M1 as a driving force source for traveling is possible, motor traveling using the first electric motor M1 as a driving force source for traveling is executed. If it is determined in SA6 that the motor can be driven with the second electric motor M2 as a driving force source for driving, the motor driving with the second electric motor M2 as a driving force source for driving is executed. Is done. However, since the second electric motor M2 is a driving force source in normal motor traveling, the motor traveling by the second electric motor M2 is executed with priority over the motor traveling by the first electric motor M1.

  Further, in SA7, the differential state of the differential section 11 is changed so that the first electric motor M1 or the second electric motor M2, which is a driving power source for traveling, can travel. Specifically, when motor traveling by the first electric motor M1 is executed, the switching clutch C0 is engaged and the differential portion 11 (power distribution mechanism 16) is brought into a non-differential state. Further, when the motor running by the second electric motor M2 is executed, the switching brake B0 and the switching clutch C0 are released, and the differential unit 11 (power distribution mechanism 16) is set to a differential enabled state.

  In SA8 corresponding to the hybrid control means 52, the vehicle is stopped or left unattended.

  The electronic control device 40 of this embodiment has the following effects (A1) to (A8). (A1) When one or both of the first electric motor M1 and the second electric motor M2 cannot normally operate during motor running, the engine 8 is started and the differential unit 11 is differentially limited if possible. Therefore, the driving power source is switched to the engine 8 and the traveling can be continued by the engine traveling, so that it is possible to avoid the difficulty in traveling. Further, since the differential unit 11 is in the differential limited state and the engine travel is executed, the travel can be continued regardless of the failure of the first electric motor M1 or the second electric motor M2 in the engine travel. In addition, even when one of the first electric motor M1 and the second electric motor M2 can operate normally while the motor is running, but the other cannot operate normally, the engine 8 is started if possible. Since the running is continued by the engine running, it is possible to further ensure safety by eliminating the involvement of the electric system as much as possible during the running of the electric system.

(A2) when the motor actuation permission determination unit 70 makes a positive determination, the method of increasing the engine rotational speed N _E by possible normal operation the first electric motor M1 or the second electric motor M2 is selected as the method engine start engine When it is determined that the engine can be started, the engine start / stop control means 66 releases the first clutch C1 and the second clutch C2, and the differential portion 11 (power distribution mechanism 16) is moved to the engine by the engagement of the switching clutch C0. start raising the engine rotational speed N _E by the first electric motor M1 or the second electric motor M2 capable normal operation in the non-differential state can be to start the engine 8. Therefore, if either the first electric motor M1 or the second electric motor M2 can be normally operated, the engine 8 is started by the first electric motor M1 or the second electric motor M2 which can be normally operated, and the traveling can be continued by the engine traveling. .

  (A3) When the motor operation availability determination unit 70 makes a positive determination, that is, when either one or both of the first motor M1 and the second motor M2 cannot operate normally, the engine start / stop control unit 66 If the engine 8 can be started by setting the differential portion 11 to the non-differential state (differential limited state), the differential motor 11 is given priority over the start of the engine 8 by the first electric motor M1 or the second electric motor M2. Since the engine 8 is started by setting the portion 11 to the non-differential state (differential limited state), the chance of using the first electric motor M1 or the second electric motor M2 for starting the engine 8 can be reduced, and further safety is achieved. It can be secured.

  (A4) The automatic transmission unit 20 that constitutes a part of the power transmission path from the differential unit 11 to the drive wheels 38 is provided, and the stepped transmission control means 54 controls the first transmission control of the automatic transmission unit 20. Even when the electric motor M1 or the second electric motor M2 cannot operate normally, the same operation is performed as when the electric motor M1 or the second electric motor M2 can operate normally, and the gear ratio of the automatic transmission unit 20 is set in the same manner. A traveling performance close to the traveling performance when the electric motor M1 and the second electric motor M2 can operate normally can be secured.

  (A5) When the motor operation availability determination means 70 makes a positive determination, that is, when one or both of the first motor M1 and the second motor M2 cannot operate normally, the motor power supply is cut off while the engine is running. The means 76 cuts off the power of the first electric motor M1 and the second electric motor M2, that is, turns off, so that the influence of the electric system in the fail state on the running is eliminated as much as possible, thereby ensuring sufficient safety.

  (A6) When the motor operation availability determination means 70 makes a positive determination and the engine start availability determination means 72 makes a negative determination, the motor travel execution means 82 can control the first motor M1 that can be controlled for vehicle travel or Since the motor running is performed using the second electric motor M2 as a driving force source for running, even if the engine 8 cannot be started, the first electric motor M1 or the second electric motor M2 runs if possible. Can be continued.

  (A7) When the motor operation availability determination means 70 makes a positive determination and the engine start availability determination means 72 makes a negative determination, the motor travel execution means 82 uses the first motor M1 or the second motor M2 for travel. Since the differential state of the differential unit 11 is changed so that the first electric motor M1 or the second electric motor M2 used as the driving power source for driving can be run when the motor driving using the driving power source is performed. The motor can be driven by the electric motor used as the driving force source.

  (A8) When the motor operation availability determination unit 70 makes a positive determination, that is, when either one or both of the first motor M1 and the second motor M2 cannot operate normally, the engine output restriction unit 78 When traveling is performed, that is, when the engine 8 is started by the engine start / stop control means 66, a predetermined output upper limit of the output of the engine 8 that is experimentally obtained from the viewpoint of maintaining the durability of the engine 8 and the like. Since the engine output is limited by lowering the value, further safety can be ensured and the occupant can recognize that the electrical system is in a failed state.

  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 engine start / stop control means 66 starts the engine 8 with the differential portion 11 in the non-differential state, the switching clutch C0 is set to bring the differential portion 11 into the non-differential state. While engaged, if the engine rotational speed N _E by engagement of the switching brake B0 is to become an engine startable speed N _{E 'above,} the differential portion 11 by engagement of the switching brake B0 as a non-differential state The engine 8 may be started. When the differential part 11 is brought into a non-differential state by the engagement of the switching brake B0 and the engine 8 is started, the speed ratio γ0 of the differential part 11 is compared with the case where the switching clutch C0 is engaged. Therefore, the rotational load fluctuations of the engine 8 at the time of cranking are not easily transmitted to the drive wheels 38, and it is possible to suppress a transient decrease in comfort.

  In the above-described embodiment, the power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0 that function as a differential limiting mechanism. However, the switching clutch C0 and the switching brake B0 are powered separately from the power distribution mechanism 16. The transmission device 10 may be provided. Further, a configuration in which either one of the switching clutch C0 and the switching brake B0 is not conceivable.

  In the above-described embodiment, by controlling the operating state of the first electric motor M1, the differential unit 11 (power distribution mechanism 16) continuously changes the speed ratio γ0 from the minimum value γ0min to the maximum value γ0max. However, for example, the gear ratio γ0 of the differential unit 11 may be changed stepwise by using a differential action instead of continuously. .

  In the power transmission device 10 of the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 may be connected to the differential unit 11 via an engagement element such as a clutch. .

  In the power transmission device 10 of the above-described embodiment, 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. M1 may be connected to the second rotation element RE2 via an engagement element such as a clutch, and the second electric motor M2 may be connected to the third rotation element RE3 via an engagement element such as a clutch.

  In the above-described embodiment, the automatic transmission unit 20 is connected next to the differential unit 11 in the power transmission path from the engine 8 to the drive wheel 38, but the differential unit 11 is connected next to the automatic transmission unit 20. The order of connection may be used. 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.

  In the above-described embodiment, according to FIG. 1, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the electric transmission that can electrically change the differential state as the entire power transmission device 10. The present invention can be applied even if the differential unit 11 and the automatic transmission unit 20 are not mechanically independent as long as the function and the function of shifting by a principle different from the shift by the electric differential function are provided. Is done.

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

  In the above-described embodiment, 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 motor M1 can transmit power to the second rotating element RE2. The power transmission path to the drive wheel 38 is connected to the third 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 unit is connected to the rotating element of the planetary gear unit by an engine, an electric motor, and a driving wheel so that power can be transmitted. The present invention is also applied to a configuration that can be switched between.

  In the above-described embodiment, the automatic transmission unit 20 is a transmission unit that functions as a stepped automatic transmission, but may be a continuously variable CVT or a transmission unit that functions as a manual transmission. Good.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18. However, the connection position of the second electric motor M2 is not limited thereto, and the position between the engine 8 or the transmission member 18 and the drive wheels 38 is not limited thereto. The power transmission path may be connected directly or indirectly via a transmission, a planetary gear device, an engagement device, or the like.

  In the above-described embodiment, 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. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are the three elements CA0, S0, and R0 of the differential planetary gear unit 24. It can be connected to either of these.

  In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 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 axis. .

  In the above-described embodiment, the first electric motor M1 and the second electric motor M2 are disposed concentrically with the input shaft 14, the first electric motor M1 is connected to the differential sun gear S0, and the second electric motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the differential sun gear S0 and the second motor M2 is transmitted through, for example, a gear, a belt, a speed reducer, and the like. It may be connected to the member 18.

  In the above-described embodiment, the automatic transmission unit 20 is connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14 and is concentrically on the counter shaft. The automatic transmission unit 20 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.

  In the above-described embodiment, the power distribution mechanism 16 is composed of a pair of differential unit planetary gear devices 24. However, the power distribution mechanism 16 is composed of two or more planetary gear devices in a non-differential state (constant speed change state). It may function as a transmission having three or more stages.

  In the above-described embodiment, 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, the power distribution mechanism 16 can be connected to the power distribution mechanism 16 through an engagement element such as a clutch, and the differential state of the power distribution mechanism 16 is changed by the second electric motor M2 instead of the first electric motor M1. The power transmission device 10 may be configured to be controllable.

  In the above-described embodiment, the power transmission device 10 includes the power distribution mechanism 16 as the differential mechanism and the first electric motor M1, but for example, does not include the first electric motor M1 and the power distribution mechanism 16. It may be a so-called parallel hybrid vehicle in which the engine 8, the clutch, the second electric motor M2, the automatic transmission unit 20, and the drive wheels 38 are connected in series. 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 such a parallel hybrid vehicle, when the second electric motor M2 for traveling becomes inoperable during motor traveling, the second electric motor M2 is idled and the reverse driving force from the driving wheels 38 is applied to the engine 8. If the engine 8 can be started by the transmission, the engine 8 is started as such, and the vehicle travel is continued by the engine travel.

1 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle to which a control device of the present invention is applied. 2 is an operation chart for explaining the relationship between a shift operation and a combination of operations of a hydraulic friction engagement device used in the case where the hybrid vehicle power transmission device of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle power transmission device of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the power transmission device for hybrid vehicles of FIG. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a functional block diagram explaining the principal part of the control function by the electronic controller of FIG. In the hybrid vehicle power transmission apparatus of FIG. 1, an example of a pre-stored shift diagram that is based on the same two-dimensional coordinates using the vehicle speed and the output torque as parameters and is a basis for shift determination of the automatic transmission unit, An example of a switching diagram that is stored in advance as a basis for determining whether to switch the shift state of the power transmission device and a boundary line between the engine traveling region and the motor traveling region for switching between engine traveling and motor traveling are stored in advance. It is a figure which shows an example of the driving force source switching diagram, and is 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. The main part of the control operation of the electronic control device of FIG. 4, that is, when one or both of the first electric motor and the second electric motor becomes inoperable during motor running, the running is maintained as much as possible. It is a flowchart explaining the control action for doing. FIG. 9 is a flowchart executed in the determination of SA2 in FIG. 9 when it can be determined that the engine can be started if any engine starting method is specified, for example, when the engine and its peripheral devices can operate normally. 3 is a flowchart for explaining a control operation for specifying an engine start method.

Explanation of symbols

8: Engine 10: Power transmission device (power transmission device for hybrid vehicle)
11: Differential part (electrical differential part)
16: Power distribution mechanism (differential mechanism)
20: Automatic transmission unit (transmission unit)
38: Drive wheel 40: Electronic control device (control device)
M1: first electric motor M2: second electric motor B0: switching brake (differential limiting mechanism)
C0: Switching clutch (differential limiting mechanism)

Claims (4)

An electric differential unit having a differential mechanism coupled to the engine so as to be capable of transmitting power and controlling a differential state of the differential mechanism by controlling an operation state of the first electric motor; Vehicle power comprising: a differential limiting mechanism capable of setting a moving portion to a differential limiting state in which a predetermined differential state cannot be obtained; and a second electric motor coupled to a drive wheel to transmit power A control device for the transmission device,
When one or both of the first electric motor and the second electric motor are not normally operable during motor running, the engine is started and the electric differential unit is set to a differential limited state. A control device for a vehicle power transmission device. When either one of the first electric motor and the second electric motor cannot normally operate, the electric differential unit is set in a differential restriction state, and the engine is started by the other electric motor. The control device for a vehicle power transmission device according to claim 1. If one or both of the first electric motor and the second electric motor are not normally operable, the first electric motor can be started if the engine can be started by setting the electric differential unit in a differential limiting state. 3. The vehicle according to claim 1, wherein the engine is started by placing the electric differential unit in a differential limiting state in preference to starting the engine by the first electric motor or the second electric motor. 4. Power transmission device control device. Comprising a speed change part that constitutes a part of a power transmission path from the electric differential part to the drive wheel;
When one or both of the first electric motor and the second electric motor cannot normally operate, the transmission gear ratio of the transmission unit is the same as when the first electric motor and the second electric motor can operate normally. It is set. The control apparatus of the vehicle power transmission device of any one of Claims 1 thru | or 3 characterized by the above-mentioned.

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