JP2005240917A - Control device for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive device capable of switching between a continuously variable transmission state in which the device functions as an electrically continuously variable transmission and a stepped transmission state in which the device functions as an electrically stepped transmission, and a control device for a vehicle drive device capable of appropriately switching between the continuously variable transmission state and the stepped transmission state and improving fuel efficiency further. <P>SOLUTION: A transmission state switching type transmission mechanism 10 switchable between a continuously variable transmission state in which the device is operable as an electrically continuously variable transmission and a stepped transmission state in which the device is operable as an electrically stepped transmission, is optionally switched between the continuously variable transmission state and the stepped transmission state by a switching control means 50 on the basis of which one of travels in the continuously variable transmission state and the stepped transmission state offers better fuel efficiency rate f. By so doing, an appropriate travel can be obtained while improving a fuel efficiency further. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to the switch control in the case where the drive device is configured to be switched between an electric continuously variable transmission state and a stepped transmission state. is there.

  A control device that controls a drive device including a power distribution mechanism that distributes engine output to the first motor and the output shaft, and a second motor provided between the output shaft of the power distribution mechanism and the drive wheels. Vehicles equipped are known. For example, the control apparatus of the hybrid vehicle described in patent document 1 is it. In such a hybrid vehicle drive device, the main part of the power from the engine is mechanically transmitted directly to the drive wheels, and the remaining part of the power from the engine is transmitted using an electric path from the first motor to the second motor. By electrically transmitting, the fuel consumption is improved by controlling the vehicle to run while maintaining the engine in an optimum operating state.

JP 2003-130202 A JP 2003-130203 A JP 2003-127681 A JP-A-11-198668 JP-A-11-198670 Japanese Patent Application Laid-Open No. 11-217025 WO 03 / 016749A1 publication

  In general, a continuously variable transmission is known as a device that improves the fuel consumption of a vehicle by controlling the fuel consumption rate of the engine to be the best because the engine rotation speed is not fixed with respect to the vehicle speed. In the conventional vehicle drive device, since an electric path of electric energy from the first electric motor to the second electric motor, that is, a transmission path for transmitting a part of the driving force of the vehicle by electric energy is included, a part of the engine output is once electric. Since it is converted into energy and transmitted to the drive wheels, the transmission efficiency is not as good as that of a gear transmission such as a stepped automatic transmission. On the other hand, the gear transmission is known as a device having no electrical path and good transmission efficiency. However, since the engine rotation speed is fixed with respect to the vehicle speed, the fuel consumption rate of the engine is not necessarily in the best range. Not controlled. And there has not yet been a power transmission mechanism that combines these advantages with respect to fuel efficiency.

  Accordingly, the present inventors have made various studies in order to solve the above-described problems. As a result, there are continuously variable transmission states and electric paths in which the conventional vehicle drive device can be operated as an electric continuously variable transmission. A state where the loss of conversion between power and electricity is suppressed, that is, a stepped speed change state that can be operated as a stepped transmission that transmits engine output to drive wheels exclusively through a mechanical power transmission path. I found it to be switchable. It is conceivable that fuel efficiency can be improved by switching control of the vehicle drive device between the continuously variable transmission state and the stepped transmission state.

  However, it is not easy to select a speed change state for switching control between the continuously variable speed change state and the stepped speed change state, and depending on the selection, the vehicle travel is not necessarily good in fuel efficiency. That is, if the selection is wrong, the fuel consumption may be deteriorated.

  The present invention has been made against the background of the above circumstances, and its purpose is to provide a continuously variable transmission state that functions as an electric continuously variable transmission and a stepped transmission state that functions as a stepped transmission. The present invention provides a control device for a vehicle drive device that is further switched between a continuously variable transmission state and a stepped transmission state and further improves fuel efficiency.

  That is, the gist of the invention according to claim 1 is a control device for a vehicle drive device that transmits the output of the engine to the drive wheels, and (a) a control device that can operate as an electric continuously variable transmission. A shift state switching type transmission mechanism capable of switching between a stepped shift state and a stepped shift state operable as a stepped transmission, and (b) in any of the continuously variable shift state and the stepped shift state traveling And switching control means for selectively switching the shift state switching type transmission mechanism between the continuously variable transmission state and the stepped transmission state based on whether the fuel consumption rate of the vehicle is good.

  According to this configuration, the transmission state switching type transmission mechanism capable of switching between the continuously variable transmission state operable as an electrical continuously variable transmission and the stepped transmission state operable as a stepped transmission is provided with the continuously variable transmission mechanism. The switching control means selectively switches between the continuously variable transmission state and the stepped transmission state based on whether the fuel consumption rate of the vehicle in the stepped transmission state or the stepped transmission state is good. Therefore, it is possible to obtain an appropriate traveling with further improved fuel efficiency.

  Preferably, in the invention according to claim 2, the fuel consumption rate is sequentially calculated from a vehicle state. In this way, the fuel consumption rate in the continuously variable transmission state and the stepped transmission state is sequentially calculated, and the transmission state of the transmission state switching type transmission mechanism is changed to a traveling state with good fuel consumption. Preferably, the apparatus further comprises a fuel consumption rate calculating means for sequentially calculating the fuel consumption rate from the vehicle state. In this way, the fuel consumption rate calculation means sequentially calculates the fuel consumption rate in the continuously variable transmission state and the stepped transmission state, so that the transmission state of the transmission state change-type transmission mechanism is always the driving state with good fuel consumption. Is done.

  Preferably, in the invention according to claim 3, the fuel consumption rate sequentially calculated from the vehicle state is calculated based on the fuel consumption rate of the engine obtained from a previously stored relationship. In this way, the fuel consumption rate of the vehicle is calculated appropriately.

  Preferably, in the invention according to claim 4, the fuel consumption rate calculated from the vehicle state takes into account the transmission efficiency from the engine to the drive wheels. In this way, the fuel consumption rate is calculated appropriately. Preferably, the apparatus further comprises transmission efficiency calculation means for calculating transmission efficiency from the engine to the drive wheels. In this way, the fuel consumption rate of the vehicle is appropriately calculated in consideration of the transmission efficiency calculated by the transmission efficiency calculation means.

  Preferably, in the invention according to claim 5, the transmission efficiency changes depending on the running resistance of the vehicle. In this way, the fuel consumption rate is calculated appropriately.

  Preferably, in the invention according to claim 6, the transmission efficiency varies depending on the vehicle speed. In this way, the fuel consumption rate is calculated appropriately.

  Preferably, in the invention according to claim 7, the transmission efficiency varies depending on a driving force related value of the vehicle. In this way, the fuel consumption rate is calculated appropriately. Here, the driving force-related values include the output torque of the engine, the output torque of the transmission, the transmission torque and the rotational force in the power transmission path such as the driving torque of the driving wheel, the throttle opening that requires it, the accelerator operation amount, etc. , A parameter directly or indirectly related to the driving force of the vehicle.

  Preferably, the gist of the invention according to claim 8 is that the stepless speed change state or the stepless speed change state depends on whether the stepless speed change state or the stepped speed change state has a good fuel consumption rate. Based on the current vehicle state, the shift state change-type transmission mechanism is set to either the continuously variable shift state or the stepped shift state based on a previously stored relationship in which an area for the stepped shift state is set. Can be selectively switched. In this way, the shift state of the shift state switching type transmission mechanism can be easily switched to a traveling state with good fuel consumption.

  Preferably, in the invention according to claim 9, the switching control means sets the shift state switching type transmission mechanism to the stepped shift state when the actual vehicle speed exceeds a preset high-speed traveling determination value. It is what. In this way, for example, when the actual vehicle speed exceeds the high-speed running determination value set on the high vehicle speed side, the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path, and the electric continuously variable Since the conversion loss between the power and electricity generated when operating as a transmission is suppressed, fuel efficiency is improved. Further, the high-speed running determination value is not used based on the fuel consumption rate, but is tested in advance to determine the high-speed running of the vehicle in which it is clearly advantageous in terms of fuel consumption to switch the shift state switching type transmission mechanism to the stepped shift state. It is a value that is obtained and set by, for example.

  Preferably, the switching control means prohibits a continuously variable transmission state of the transmission state switching type transmission mechanism when an actual vehicle speed exceeds a preset high-speed traveling determination value. In this way, for example, if the actual vehicle speed exceeds the high-speed traveling determination value set on the high vehicle speed side, the continuously variable transmission state of the transmission state switching type transmission mechanism is prohibited, and an electric continuously variable transmission is obtained. Since the conversion loss between the power and electricity generated when operating is suppressed, the engine output is transmitted to the drive wheels exclusively through the mechanical power transmission path, and the fuel efficiency of the vehicle is improved.

  Preferably, in the invention according to claim 10, the switching control means sets the shift state switching type transmission mechanism when the driving force-related value of the vehicle exceeds a preset high output traveling determination value. The stepped gear shift state is set. In this way, for example, if the driving force related value such as the required driving force or the actual driving force exceeds the high output traveling determination value set on the relatively high output side, the engine power is exclusively transmitted through the mechanical power transmission path. When the output is transmitted to the drive wheels to operate as an electric continuously variable transmission, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or a drive device of the vehicle including the electric motor can be further downsized. Further, the high output travel determination value is not based on the fuel consumption rate, but the high output travel of the vehicle that needs to switch the shift state switching type transmission mechanism to the stepped shift state, that is, the shift state switching type transmission mechanism is electrically This is a value set in advance to determine the high-power running of the vehicle that exceeds the engine output limit value determined based on the rated output of the electric motor that cannot be operated as a continuously variable transmission.

  Preferably, the switching control means prohibits the continuously variable transmission state of the shift state switching type transmission mechanism when the driving force related value of the vehicle exceeds a preset high output travel determination value. is there. In this way, for example, when the driving force-related value such as the required driving force or the actual driving force exceeds the high output traveling determination value set on the relatively high output side, the continuously variable transmission of the shift state switching transmission mechanism is performed. Since the state is prohibited and the maximum electric energy transmitted by the motor when operating as an electric continuously variable transmission is reduced, the engine output is transmitted to the drive wheels exclusively through a mechanical power transmission path. Thus, the electric motor or the drive device for the vehicle including the electric motor is further reduced in size.

  Preferably, in the invention according to claim 11, the switching control means determines a malfunction of a control device for setting the shift state switching type transmission mechanism to the electric continuously variable transmission state. When the condition is satisfied, the shift state switching type transmission mechanism is set to the stepped shift state. In this way, even if the shift state change-type transmission mechanism is normally set to the continuously variable transmission state, it is set to the stepped transmission state preferentially, so that the stepless traveling is performed continuously. And substantially the same vehicle traveling is ensured.

  Preferably, the switching control means is configured to switch the shift state when a failure determination condition for determining a function deterioration of a control device for setting the shift state switching type transmission mechanism to the electric continuously variable shift state is satisfied. The continuously variable transmission state of the state switching type transmission mechanism is prohibited. In this way, for example, if it is determined that the function of the control device is deteriorated to cause an electrical wasteful shift state, the continuously variable state of the shift state switching type transmission mechanism is prohibited. Even when the mechanism is not in a continuously variable transmission state, the stepped variable speed state is ensured, so that the vehicle traveling substantially the same as the continuously variable traveling is ensured.

  Preferably, in the invention according to claim 12, the shift state switching type transmission mechanism includes a first electric motor, a power distribution mechanism that distributes the output of the engine to the first electric motor and a transmission member, and transmission thereof. A second electric motor provided between the member and the driving wheel. Preferably, the power distribution mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to the second electric motor and the transmission member. The power distribution mechanism has an operation state switching device for enabling the shift state switching type transmission mechanism to switch between the continuously variable transmission state and the stepped transmission state, and the switching control means includes: The operation state switching device is controlled to selectively switch between the continuously variable transmission state and the stepped transmission state. According to this configuration, the operation state switching device is controlled by the switching control means, so that the transmission state switching type transmission mechanism in the vehicle drive device can operate as a continuously variable transmission and a continuously variable transmission. It can be easily switched to the stepped speed change state operable as a machine.

  Preferably, in the invention according to claim 13, the power distribution mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a first element coupled to the transmission member. And the operating state switching device is configured to engage any two of the first to third elements with each other and / or the second element with a non-rotating member. Device, for example, a friction engagement device, wherein the switching control means releases the engagement device so that the first element, the second element, and the third element can be rotated relative to each other, thereby allowing the continuously variable transmission. And engaging at least two of the first element, the second element, and the third element with each other, or bringing the second element into a non-rotating state. The stepped shift state is set. In this way, the power distribution mechanism is simply configured, and the continuously variable transmission state and the stepped transmission state are easily controlled by the switching control means.

  Preferably, in the invention according to claim 14, the power distribution mechanism is a planetary gear device, the first element is a carrier of the planetary gear device, and the second element is a sun gear of the planetary gear device. The third element is a ring gear of the planetary gear device, and the engagement device is a clutch that interconnects any two of the carrier, sun gear, and ring gear and / or non-rotates the sun gear. A brake connected to the member is provided. In this way, the axial dimension of the power distribution mechanism is reduced, and the planetary gear device is simply configured.

  Preferably, in the invention according to claim 15, the planetary gear device is a single pinion type planetary gear device. In this way, the axial dimension of the power distribution mechanism is reduced, and the power distribution mechanism is simply configured by one single pinion type planetary gear device.

  Preferably, in the invention according to claim 16, wherein the switching control means connects the carrier and the sun gear to each other in order to make the single pinion type planetary gear device a transmission having a gear ratio of 1. Alternatively, the engagement device is controlled so that the sun gear is in a non-rotating state so that the single pinion type planetary gear device is a speed-up transmission with a gear ratio smaller than 1. In this way, the power distribution mechanism is easily controlled by the switching control means as a transmission having a single gear stage or a plurality of gear stages with a single pinion type planetary gear device.

  Preferably, in the invention according to claim 17, the shift state switching type transmission mechanism includes an automatic transmission provided in series with the power distribution mechanism between the transmission member and the drive wheel, Based on the transmission gear ratio of the automatic transmission, the transmission gear ratio of the transmission state switching type transmission mechanism is formed. In this way, a wide driving force can be obtained by utilizing the gear ratio of the automatic transmission.

  Preferably, in the invention according to claim 18, the overall transmission ratio of the transmission state switching type transmission mechanism is formed based on the transmission ratio of the power distribution mechanism and the transmission ratio of the automatic transmission. is there. In this way, since the driving force can be widely obtained by using the gear ratio of the automatic transmission, the efficiency of the continuously variable transmission control in the power distribution mechanism is further enhanced. Preferably, the automatic transmission is a stepped automatic transmission. According to this configuration, in the shift state switching type transmission mechanism, the power distribution mechanism and the stepped automatic transmission constitute the continuously variable transmission as the continuously variable transmission state, and the power distribution mechanism and the stepped automatic transmission And a stepped automatic transmission as a stepped shift state is configured.

  Preferably, in the invention according to claim 19, the automatic transmission is a stepped automatic transmission, and the shift of the stepped automatic transmission is executed based on a pre-stored shift diagram. It is what is done. In this way, the shift of the stepped automatic transmission is easily performed.

  Preferably, in the shift state switching type transmission mechanism, the second electric motor is directly connected to the transmission member. In this case, the second motor can be further miniaturized because an output with a low torque is sufficient for the output shaft of the automatic transmission.

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

  FIG. 1 is a skeleton diagram illustrating a shift state switching type transmission mechanism 10 (hereinafter referred to as a transmission mechanism 10) as a drive device for a hybrid vehicle to which a control apparatus according to an embodiment of the present invention is applied. In FIG. 1, a transmission mechanism 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 a case 12) as a non-rotating member attached to a vehicle body, A switching transmission 11 connected directly to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and a transmission member (between the switching transmission 11 and the output shaft 22). An automatic transmission unit 20 as a stepped automatic transmission connected in series via a transmission shaft 18 and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20 are provided in series. ing. The speed change mechanism 10 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is disposed between an engine 8 as a driving force source for traveling and a pair of driving wheels. As shown in FIG. 5, the power is transmitted to the pair of drive wheels 38 through the differential gear unit (final reduction gear) 36 and the pair of axles in order. In addition, since the speed change mechanism 10 is configured symmetrically with respect to the axis, the lower side is omitted in the portion representing the speed change mechanism 10 in FIG. The same applies to each of the following embodiments.

  The switching-type transmission unit 11 is a mechanical mechanism that mechanically synthesizes or distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and outputs the output of the engine 8 to the first electric motor M1 and A power distribution mechanism 16 that distributes to the transmission member 18 or combines the output of the engine 8 and the output of the first electric motor M1 to output to the transmission member 18, and is provided to rotate integrally with the transmission member 18. The second electric motor M2 is provided. The second electric motor M2 may be provided at any portion between the transmission member 18 and the output shaft 22. The first motor M1 and the second motor M2 of the present embodiment 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 has at least a motor (electric motor) function for outputting driving force.

  The power distribution mechanism 16 mainly includes, for example, a single pinion type first planetary gear unit 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The first planetary gear unit 24 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 via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

  In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. The switching brake B0 is provided between the first sun gear S1 and the transmission case 12, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, the first sun gear S1, the first carrier CA1, and the first ring gear R1 are brought into a state in which they can rotate relative to each other. Since it is distributed to the electric motor M1 and the transmission member 18 and is stored with electric energy generated from the first electric motor M1 with a part of the output of the distributed engine 8, or the second electric motor M2 is rotationally driven. In a so-called continuously variable transmission state (electric CVT state), the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the switch-type transmission unit 11 is an electric continuously variable transmission whose speed ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) is continuously changed from the minimum value γ0min to the maximum value γ0max. A functioning continuously variable transmission state is set.

  In this state, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged while the vehicle is running with the output of the engine 8, the first planetary gear device 24 is engaged. Since the three elements S1, CA1, and R1 rotate integrally, the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other. Therefore, the transmission type transmission unit 11 has the gear ratio γ0 fixed to “1”. It is in a constant shift state that functions as a transmission. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is brought into the non-rotating state, the first ring gear R1 is rotated at a higher speed than the first carrier CA1, so the switching is performed. The mold transmission unit 11 is set to a constant transmission state that functions as a speed increasing transmission in which the transmission ratio γ0 is fixed to a value smaller than “1”, for example, about 0.7. Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 have the continuously variable transmission state in which the switching transmission 11 can be operated as a continuously variable transmission in which the gear ratio can be continuously changed, A lock state in which a continuously variable transmission operation is not operated as a transmission and a change in the transmission gear ratio is locked at a constant state, that is, a constant transmission state that can be operated as a single-stage or multiple-stage transmission with one or more transmission ratios; In other words, it functions as an operation state switching device that selectively switches to a constant transmission state that can operate as a single-stage or multiple-stage transmission with a constant gear ratio.

  The automatic transmission unit 20 includes a single pinion type second planetary gear device 26, a single pinion type third planetary gear device 28, and a single pinion type fourth planetary gear device 30. The second planetary gear unit 26 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 “0.562”, for example. The third planetary gear device 28 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, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. A fourth ring gear R4 that meshes with the gear, and has a predetermined gear ratio ρ4 of about “0.421”, for example. 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, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 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 second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, and the second carrier CA2 is selectively connected to the case 12 via the third brake B3. The two ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.

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

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

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “1” due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ A second speed gear stage of about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the first brake B1, for example," A third gear that is approximately 1.424 "is established, and the gear ratio γ4 is smaller than the third gear, for example," 3 "due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. The fourth speed gear stage that is about .000 "is established, and the gear ratio γ5 is smaller than the fourth speed gear stage by engagement of the first clutch C1, the second clutch C2, and the switching brake B0, for example,“ A fifth gear stage of about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, a reverse gear stage in which the gear 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, only the switching clutch C0 is engaged.

  However, when transmission mechanism 10 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 2 are released. Thereby, the switching-type transmission unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series 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 continuously changed with respect to the respective gear speeds of the fourth speed and the fourth speed, so that each gear stage has a continuously variable speed ratio width. can get. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

  FIG. 3 shows a gear stage in a transmission mechanism 10 comprising a switching transmission 11 that functions as a continuously variable transmission or a first transmission and an automatic transmission 20 that functions as a stepped transmission or a second transmission. 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 that shows the relative relationship of the gear ratio ρ of each planetary gear unit 24, 26, 28, 30 in the horizontal axis direction and the relative rotational speed in the vertical axis direction. Of the three horizontal axes, the lower horizontal line X1 indicates the rotational speed zero, and the upper horizontal line X2 indicates the rotational speed “1.0”, that is, the rotational speed NE of the engine 8 connected to the input shaft 14. An axis XG indicates the rotational speed of the transmission member 18. In addition, three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the switch-type transmission unit 11 are the first corresponding to the second rotation element (second element) RE2 from the left side. 1 shows a relative rotational speed of the first ring gear R1 corresponding to the sun gear S1, the first carrier CA1 corresponding to the first rotating element (first element) RE1, and the third rotating element (third element) RE3. Is determined in accordance with the gear ratio ρ1 of the first planetary gear unit 24. That is, assuming that the interval between the vertical lines Y1 and Y2 corresponds to 1, the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio ρ1. 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 third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, and the seventh rotating element ( Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. That is, as shown in FIG. 3, for each of the second, third, and fourth planetary gear devices 26, 28, and 30, the distance between the sun gear and the carrier corresponds to 1, and between the carrier and the ring gear. Corresponds to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment is one of the three rotating elements (elements) of the first planetary gear device 24 in the power distribution mechanism (continuously variable transmission portion) 16. The first carrier CA1 is connected to the input shaft 14 and is selectively connected to the first sun gear S1, which is one of the other rotating elements, via the switching clutch C0. A certain first sun gear S1 is connected to the first electric motor M1 and selectively connected to the transmission case 12 via the switching brake B0, and the first ring gear R1 as the remaining rotating element is connected to the transmission member 18 and the second electric motor M2. The rotation of the input shaft 14 is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2. For example, when switching to the continuously variable transmission state by releasing the switching clutch C0 and the switching brake B0 is indicated by the intersection of the straight line L0 and the vertical line Y1 by controlling the reaction force generated by the power generation of the first electric motor M1. When the rotation of the first sun gear S1 is increased or decreased, the rotation speed of the first ring gear R1 indicated by the intersection of the straight line L0 and the vertical line Y3 is decreased or increased. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the three rotating elements rotate together, so that the straight line L0 is made to coincide with the horizontal line X2, and the engine rotational speed NE The transmission member 18 is rotated by the same rotation. When the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the straight line L0 is in the state shown in FIG. 3, and the first ring gear R1, that is, the transmission indicated by the intersection of the straight line L0 and the vertical line Y3. The rotation speed of the member 18 is input to the automatic transmission unit 20 at a rotation speed increased from the engine rotation speed NE.

  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 second rotation element RE7. In the first to fourth speeds, the switching clutch C0 is engaged, so that the power from the switching transmission 11 or the power distribution mechanism 16 is transferred to the eighth rotating element RE8 at the same rotational speed as the engine rotational speed NE. Is entered. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the switching transmission 11 is input at a higher rotational speed than the engine rotational speed NE, so the first clutch C1, the second clutch 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 for controlling the speed change mechanism 10 of the present embodiment 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. By performing the above, drive control such as hybrid drive control for the engine 8 and the electric motors M1 and M2 and shift control for the automatic transmission unit 20 is executed.

  The electronic control unit 40 includes a signal indicating the engine water temperature, a signal indicating the shift position, a signal indicating the engine rotation speed NE, which is the rotation speed of the engine 8, and a gear ratio string set value. , A signal for instructing an M (motor running) mode, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotational speed of the output shaft 22, an oil temperature signal indicating the operating oil temperature of the automatic transmission unit 20, and a side Signal indicating brake operation, signal indicating foot brake operation, catalyst temperature signal indicating catalyst temperature, accelerator opening signal indicating accelerator pedal operation amount, cam angle signal, snow mode setting signal indicating snow mode setting, front and rear of vehicle Acceleration signal indicating acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, vehicle indicating wheel speed of each drive wheel A speed signal, a signal indicating the presence or absence of a stepped switch operation for switching the switching-type transmission unit 11 to a constant transmission state in order to cause the transmission mechanism 10 to function as a stepped transmission, and function the transmission mechanism 10 as a continuously variable transmission. Therefore, a signal indicating the presence or absence of a continuously variable switch operation for switching the switching transmission 11 to the continuously variable transmission state is supplied. Further, the electronic control unit 40 receives a drive signal for a throttle actuator that controls the opening of the throttle valve, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. An ignition signal for instructing the ignition timing of the engine 8, an instruction signal for instructing the operation of the motors M1 and M2, a shift position display signal for operating the shift indicator, a gear ratio display signal for displaying the gear ratio, and a snow mode A snow mode display signal for indicating that the vehicle is braking, an 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, and power In order to control the hydraulic actuator of the hydraulic friction engagement device of the distribution mechanism 16 and the automatic transmission unit 20 A valve command signal for operating an electromagnetic valve included in the pressure control circuit 42, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, a signal for driving an electric heater, cruise control control Signals to the computer are output.

  FIG. 5 is a functional block diagram for explaining a main part of the control function by the electronic control unit 40.

  The fuel consumption curve selection means 80 is a fuel consumption map of the engine 8 stored in advance in the fuel consumption curve storage means 82 so that the operation of the engine 10 is optimal for the vehicle by taking fuel efficiency or energy efficiency and drivability into consideration. (Hereinafter referred to as a fuel consumption map), that is, a fuel consumption curve is selected. The fuel consumption map may be changed in real time, but may be a map obtained by experimentally obtained and stored in advance. The optimum fuel consumption curve of the engine 8 shown by the broken line in FIG. 6 is an example of the fuel consumption map. For example, among the constant fuel consumption rate curves expressed as contour lines in the two-dimensional coordinates of the engine rotational speed NE and the engine torque Te. Is a curve connecting the optimal fuel consumption points obtained experimentally in advance so as to pass through the lowest fuel consumption region as the engine speed NE increases. This optimum fuel consumption curve is also a series of points representing the minimum fuel consumption operating point. In FIG. 6, the above equal fuel consumption rate curve shows a point connecting equal engine fuel consumption rates fe. Further, this equal fuel consumption rate curve indicates that the engine fuel consumption rate fe is smaller toward the inner peripheral side, that is, better fuel consumption. That is, this equal fuel consumption rate curve forms the best fuel consumption region in the medium speed and high load region of the engine 8.

  The fuel consumption map is basically determined based on the specifications of the engine 8, but is influenced by vehicle conditions such as internal factors or external factors of the engine 10. Therefore, this fuel efficiency map is changed by internal and external factors such as engine water temperature, catalyst temperature, engine hydraulic oil temperature, or combustion state, that is, an air-fuel ratio indicated by lean or stoichiometric. Therefore, the fuel consumption curve storage means 82 stores a plurality of types of fuel consumption maps, or changes one type of fuel consumption map in real time based on the above internal and external factors. As a result, the fuel consumption curve selecting means 80 selects one from a plurality of types of fuel consumption maps based on the internal and external factors.

  Below, the relationship between the fuel consumption rate f and the power transmission efficiency η from the engine 8 to the drive wheels 38 (hereinafter referred to as transmission efficiency η) will be briefly described.

  In general, the fuel efficiency of an engine alone is expressed by the fuel consumption rate fe, that is, the fuel consumption mass per unit output x time (= unit work). For example, the fuel used per hour per unit output is expressed in grams / ps.・ H or g / kW ・ h is used. That is, conceptually, the engine fuel consumption rate fe = the fuel consumption amount F / the engine output Pe. Therefore, the smaller the fuel consumption F and the larger the engine output Pe, the smaller the engine fuel consumption rate fe, that is, a better fuel consumption. In other words, if the fuel consumption F is the same, it can be compared by the magnitude of the engine output Pe that can be obtained if the fuel consumption F is the same, so the case where the engine 8 is operated along the optimal fuel consumption curve is not The engine output Pe is higher than that in FIG. In FIG. 6, the fuel consumption map of the transmission mechanism 10 in the continuously variable transmission state is illustrated by a broken line shown as the optimum fuel consumption curve, and the fuel consumption map in the stepped transmission state is illustrated by a solid line. In the continuously variable transmission state, the gear ratio is continuously changed with respect to the vehicle speed V so that the engine rotational speed NE follows the optimum fuel consumption curve. On the other hand, in the stepped transmission state, the engine speed NE is fixed with respect to the vehicle speed V because the gear ratio changes stepwise. Therefore, each fuel consumption map is shown as shown in FIG. In the present embodiment, the fuel consumption map in the case of the continuously variable transmission state is the same as the optimum fuel consumption curve shown by the broken line. It does not necessarily have to match.

  From the fuel consumption map described above, for example, the engine output Pecvt obtained by continuously variable transmission that is a vehicle traveling in a continuously variable transmission state and the engine output Peu obtained by continuously variable transmission that is a vehicle traveling in a continuously variable transmission state are the same, for example. When compared with the engine speed NE, the case of continuously variable speed running closer to the optimum fuel consumption curve becomes larger. That is, the continuously variable engine output Pecvt> the stepped engine output Peu. The driving wheel output Pw obtained by the driving wheel 38 is generally determined by considering the transmission efficiency η of the engine output Pe to the driving wheel 38 and the system efficiency ηsys of the transmission mechanism 10 as follows: driving wheel output Pw = engine output Pe × transmission The drive wheel output Pwcvt obtained by continuously variable speed travel and the drive wheel output Pwu obtained by continuously variable speed travel are compared with each other when the transmission efficiency η × system efficiency ηsys (hereinafter referred to as the transfer efficiency ηsys). If the system efficiency ηsys is set to the traveling efficiency ηt), the stepless drive wheel output Pwcvt> the stepped drive wheel output Pwu is uniformly satisfied. Therefore, if the fuel consumption rate of the vehicle is expressed as follows: fuel consumption rate fs = fuel consumption F / drive wheel output Pw Fuel consumption is better than driving.

  However, in practice, the transmission efficiency η is higher in the stepped speed change state in which the mechanical transmission path is exclusively configured compared to the electric stepless speed change state. Depending on the difference from the stepped engine output Peu, the transmission efficiency ηcvt and the system efficiency ηsysc in the electric continuously variable transmission state, and the transmission efficiency ηu and the system efficiency ηsysc in the stepless transmission state, the continuously variable driving wheel output Pwcvt (= the continuously variable The engine output Pecvt × the continuously variable transmission efficiency ηcvt × the continuously variable system efficiency ηsysc) is not necessarily larger than the stepped drive wheel output Pwu (= the stepped engine output Peu × the stepped transmission efficiency ηu × the stepped system efficiency ηsysu). . Therefore, the fuel consumption as a vehicle is not always better in continuously variable speed travel than in stepped speed travel. In other words, stepped speed shifting with a high transmission efficiency η is more advantageous in terms of fuel efficiency, but if you look at the engine alone, continuously variable speed driving that can use a region with good fuel efficiency at medium to low speeds is more fuel efficient. This is advantageous. Therefore, in this embodiment, the stepless transmission efficiency ηcvt × the stepless system efficiency ηsysc and the stepped transmission efficiency ηu × the stepped system efficiency ηsysu are calculated, and the traveling efficiency ηt mainly considering the transmission efficiency ηt, that is, the traveling efficiency ηt In consideration of the effect on fuel efficiency due to the difference in the output, the continuously variable driving wheel output Pwcvt and the continuously variable driving wheel output Pwu are calculated from the continuously variable engine output Pecvt and the stepped engine output Peu, thereby continuously variable speed traveling and continuously variable speed traveling. Compare the fuel efficiency.

  The stepless system efficiency ηsysc is the electric system efficiency such as the charge / discharge efficiency of the power storage device 60, the efficiency of the electric wire, the power consumption of the inverter 58 when the transmission mechanism 10 is an electric continuously variable transmission, the oil pump In this embodiment, the stepless system efficiency ηsysc and the stepped system are determined by the loss of the oil pump and the energy consumption of the accessory. As the efficiency ηsysu, a constant value obtained and stored in advance by an experiment or the like is used.

  The fuel consumption curve selecting means 80 selects the fuel consumption maps of the engine 8 in the continuously variable speed travel and the stepped speed variable travel stored in advance in the fuel efficiency curve storage means 82, respectively. The continuously variable engine output Pecvt and the stepped engine output Peu at the current vehicle state, that is, the vehicle speed V, are read from the fuel consumption map shown in FIG. In other words, by obtaining the engine output P from the fuel consumption map, the fuel consumption rate fs of the vehicle is calculated based on the fuel consumption rate fe of the engine 8.

  The transmission efficiency calculating means 84 calculates the fuel consumption rate fs of the vehicle in the continuously variable speed state and the stepped speed change state of the transmission mechanism 10 from the engine 8 in the continuously variable speed state and the stepped speed variable state. Stepless running efficiency ηtcvt (= stepless transmission efficiency ηcvt × stepless system efficiency ηsysc) and stepped running efficiency ηtu (= stepped transmission efficiency ηu × stepped system efficiency ηsysu) are calculated.

  FIG. 7 shows a previously stored relationship (map) in which the transmission efficiency η is set using the vehicle speed V or a driving force related value related to the driving force of the vehicle as a parameter. Is an example in which the stepless transmission efficiency ηcvt, which increases as the vehicle speed increases, is shown by a broken line A, and the stepped transmission efficiency ηu is shown by a solid line A. Also, for each line A, the driving efficiency related value, for example, the transmission efficiency η when the output torque Tout becomes high is shown in line B. In FIG. 7, it can be seen that the transmission efficiency η changes according to the change of the output torque Tout, that is, increases as the torque increases. The reason why the transmission efficiency η increases as the vehicle speed increases and the torque increases is because the transmission loss relatively decreases with respect to the driving wheel output Pw that increases. Therefore, for example, the transmission efficiency calculating means 84 determines the stepless transmission efficiency ηcvt and the stepped transmission efficiency ηu based on the actual vehicle state, for example, the vehicle speed V and the driving force related value from the previously stored relationship. Generally, the continuously variable transmission efficiency ηcvt includes the efficiency of the first electric motor M1 and the second electric motor M2, and the transmission efficiency as an electric continuously variable transmission mainly considering the loss due to the electric path, for example, about 0.8, The stepped transmission efficiency ηu is set to a transmission efficiency of, for example, about 0.92 as a stepped transmission in which a mechanical transmission path is configured. It is stored in advance as a function.

  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 Tout of the automatic transmission unit 20, the engine torque, for example. Te, vehicle acceleration, actual value such as the engine torque Te calculated from the accelerator opening or throttle opening (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed NE, for example, the driver's accelerator It may be an estimated value such as a required driving force calculated based on the pedal operation amount or the throttle opening. The drive torque may be calculated from the output torque Tout or the like in consideration of the differential ratio, the radius of the drive wheel 38, or may be directly detected by a torque sensor or the like, for example. The same applies to the other torques described above.

  Therefore, the high torque shown in FIG. 7 is a time when the driving force related values such as the accelerator opening and the throttle opening become high, except when the output torque Tout becomes high. Further, the fuel injection amount, the intake air amount, the negative pressure, and the like are parameters related to high torque. Furthermore, the case where the running resistance of the vehicle becomes large, such as traveling on an uphill road, corresponds to a high torque time. The running resistance of the vehicle is rolling resistance, air resistance, acceleration resistance, etc., and the rolling resistance and air resistance are related to the vehicle speed, and the acceleration resistance is related to the driving force related value. Can be said to be the driving force-related value.

  The fuel consumption rate calculation means 86 sequentially calculates the fuel consumption rate fs of each vehicle in continuously variable speed travel and stepped speed variable travel. For example, the fuel consumption rate calculating means 86 includes the continuously variable engine output Pecvt and the stepped engine output Peu read by the optimum fuel consumption curve selecting means 80, the continuously variable running efficiency ηtcvt and the continuously variable travel calculated by the transmission efficiency calculating means 84. Based on the efficiency ηtu and the fuel consumption F detected by the fuel consumption sensor 90, the fuel consumption rate fscvt {= fuel consumption F / (continuously engine output Pecvt × continuously running) Efficiency ηtcvt)} and the fuel consumption rate fsu {= fuel consumption F / (stepped engine output Peu × stepped travel efficiency ηtu)} of the stepped vehicle. As a result, the fuel consumption rate calculation means 86 calculates the fuel consumption rate fs of the vehicle based on the vehicle state, for example, the vehicle speed V, the driving force related value, and the like.

  Since the fuel consumption rate Fs that is executed in the same vehicle state in the calculation of the fuel consumption rate fs of the vehicle for the continuously variable speed travel and the stepped speed variable travel described above, that is, the fuel consumption amount F detected by the fuel consumption sensor 90 is the same. In comparison with the fuel consumption rate fs of the vehicle, the fuel consumption rate calculation means 86 may calculate the fuel consumption rate fs of the vehicle with the fuel consumption F as a constant value, that is, a constant stored in advance. In this case, the fuel consumption rate fs of the vehicle is not necessarily accurate and should be referred to as a “fuel consumption rate related value”, and the fuel consumption sensor 90 does not need to detect the fuel consumption F, or There is an advantage that the vehicle does not need to be provided.

  The switching control means 50 sequentially determines whether the fuel consumption rate is good in the continuously variable speed state or the stepped speed variable state, and based on that, the transmission mechanism 10 is made to be in a continuously variable speed state or a stepped speed variable state. And selectively switch to either Further, the switching control means 50 is provided with a shift state fuel consumption determination means 88, and based on the determination results sequentially output by the shift state fuel consumption determination means 88, the switching mechanism 10 is switched between the continuously variable transmission state and the stepped transmission state. Switch selectively. The shift state fuel consumption determining means 88 determines which of the continuously variable speed travel and the stepped speed variable speed travel is the fuel consumption rate, that is, the fuel efficiency is good, for example, the fuel of the continuously variable speed travel vehicle calculated by the fuel consumption rate calculation means 86. Judgment is made by successively comparing the consumption rate fscvt and the fuel consumption rate fsu of the stepped vehicle.

  When the fuel consumption rate fs of the vehicle is calculated by the fuel consumption rate calculation means 86 with the fuel consumption amount F as a constant value in the comparison of the vehicle fuel consumption rate fs between the continuously variable speed travel and the stepped speed variable travel described above. The shift state fuel consumption determination means 88 may compare the continuously variable drive wheel output Pwcvt and the stepped drive wheel output Pwu to determine that the larger one is the better fuel efficiency. In this case, the continuously variable drive wheel output Pwcvt and the stepped drive wheel output Pwu need only be calculated by the fuel consumption rate calculation means 86 as values related to the fuel consumption rate fs of the vehicle.

  The speed-increasing-side gear stage determining means 68 is used to determine which of the switching clutch C0 and the switching brake B0 is engaged when the transmission mechanism 10 is in the stepped shift state, for example, based on the vehicle state. It is determined whether or not the gear position to be shifted of the speed change mechanism 10 is the speed increasing side gear stage, for example, the fifth speed gear stage, according to the shift diagram shown in FIG. This is because when the entire speed change mechanism 10 is caused to function as a stepped automatic transmission, the switching clutch C0 is engaged at the first to fourth speeds, or the switching brake B0 is engaged at the fifth speed. This is to make it possible.

  The switching control means 50 outputs a signal for disabling or prohibiting the hybrid control or the continuously variable transmission control to the hybrid control means 52 when the transmission mechanism 10 is switched to the stepped transmission state. For the means 54, a shift control at the time of a stepped shift set in advance is permitted. The stepped shift control means 54 at this time is based on the vehicle state indicated by the vehicle speed V and the output torque Tout from the shift diagram shown in FIG. The automatic shift control of the automatic transmission unit 20 is executed by determining the gear position to be shifted. FIG. 2 shows a combination of operations of the hydraulic friction engagement devices selected in the speed change control, that is, C0, C1, C2, B0, B1, B2, and B3. That is, the entire speed change mechanism 10, that is, the switching type transmission unit 11 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear stage is achieved according to the engagement table shown in FIG.

  For example, when the fifth gear stage is determined by the acceleration-side gear stage determination unit 68, the so-called overdrive gear stage in which the transmission gear ratio is smaller than 1.0 is obtained for the entire transmission mechanism 10. Therefore, the switching control means 50 releases the switching clutch C0 and engages the switching brake B0 so that the switching-type transmission unit 11 can function as a sub-transmission having a fixed transmission ratio γ0, for example, a transmission 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 68 that the gear ratio is not the fifth speed gear stage, the speed change gear 10 as a whole can obtain a reduction side gear stage having a gear ratio of 1.0 or more, so that the switching control means. 50 indicates to the hydraulic control circuit 42 a command to engage the switching clutch C0 and release the switching brake B0 so that the switching-type transmission unit 11 can function as a sub-transmission with a fixed transmission ratio γ0, for example, a transmission ratio γ0 of 1. Output. In this way, the transmission mechanism 10 is switched to the stepped speed change state by the switching control means 50, and is selectively switched to be one of the two types of speed steps in the stepped speed change state. 11 is caused to function as a sub-transmission, and the automatic transmission unit 20 in series functions as a stepped transmission, whereby the entire transmission mechanism 10 is caused to function as a so-called stepped automatic transmission.

  As another way of thinking, the user can enjoy a change in engine rotational speed NE accompanying an upshift in a stepped automatic transmission as shown in FIG. 8, that is, a rhythmic change in engine rotational speed NE accompanying a shift.

  On the other hand, when the transmission mechanism 10 is switched to the continuously variable transmission state, the switching control means 50 obtains the continuously variable transmission state as the entire transmission mechanism 10, so that the switching type transmission unit 11 is set to the continuously variable transmission state. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic pressure control circuit 42 so as to enable it. 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 that permits automatic shifting of the automatic transmission unit 20 according to the shift diagram shown in FIG. In this case, the automatic transmission is performed by the stepped shift control means 54 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the switching type transmission 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 it functions as a stepped transmission. At the same time, the rotational speed input to the automatic transmission unit 20 for each of the first, second, third, and fourth gears of the automatic transmission unit 20, that is, The rotational speed of the transmission member 18 is changed steplessly, so that each gear stage has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

  The hybrid control means 52 operates the engine 8 in an efficient operating range, and changes the distribution of the driving force between the engine 8 and the first electric motor M1 and / or the second electric motor M2 to be optimal. A gear ratio γ0 as an electrical continuously variable transmission of the switching transmission 11 is controlled. For example, at the current traveling vehicle speed, the driver's required output is calculated from the accelerator pedal operation amount and vehicle speed, the required driving force is calculated from the driver's required output and the required charging value, and the engine speed and total output are calculated. Based on the total output and the engine rotational speed NE, the engine 8 is controlled so as to obtain the engine output, 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, or issues a shift command to the automatic transmission unit 20 to improve fuel consumption. In such hybrid control, in order to match the engine speed NE determined in order to operate the engine 8 in an efficient operating range and the rotation speed of the transmission member 18 determined by the vehicle speed and the gear position of the automatic transmission unit 20, The switching-type transmission unit 11 is caused to function as an electrical continuously variable transmission. That is, the hybrid control means 52 sets the total gear ratio γT of the speed change mechanism 10 so that the engine 8 is operated along a pre-stored optimum fuel efficiency rate curve that achieves both drivability and fuel efficiency during continuously variable speed travel. A target value is determined, and the gear ratio γ0 of the switching transmission 11 is controlled so that the target value is obtained, and the total gear ratio γT is controlled within a changeable range of the gear, for example, 13 to 0.5. It will be.

  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 to the transmission member 18. However, a part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted there to electric energy, and the electric energy is supplied to the second electric motor M2 or the first electric motor M1 through the inverter 58. Then, it is transmitted from the second electric motor M2 or the first electric motor M1 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. Further, the hybrid control means 52 can drive the motor by the electric CVT function of the switchable transmission 11 regardless of whether the engine 8 is stopped or in an idle state.

  FIG. 9 is a flowchart showing the main part of the control operation of the electronic control unit 40, that is, the switching control operation of the shift state of the transmission mechanism 10 based on the fuel consumption of the vehicle, and for example, with a very short cycle time of about several milliseconds to several tens of milliseconds It is executed repeatedly.

  First, in a step (hereinafter, step is omitted) S1 corresponding to the optimum fuel consumption curve selection means 80, a fuel consumption map of the engine 8 stored in advance in the fuel consumption curve storage means 82 is selected, and the vehicle state, that is, The continuously variable engine output Pecvt and the stepped engine output Peu based on the vehicle speed V are read. This fuel efficiency map is changed by internal and external factors of the engine 8 such as engine water temperature, engine hydraulic oil temperature, or combustion state, that is, an air-fuel ratio indicated by lean or stoichiometric.

  Subsequently, in S2 corresponding to the transmission efficiency calculating means 84, the continuously variable transmission efficiency ηcvt in the continuously variable transmission state of the transmission mechanism 10 is determined from the vehicle state such as the actual vehicle speed V and the driving force from the relationship stored in advance as shown in FIG. It is determined based on the related value. Preferably, the continuously variable traveling efficiency ηtcvt (= the continuously variable transmission efficiency ηcvt × the continuously variable system efficiency ηsysc) is calculated from the continuously variable transmission efficiency ηcvt and the continuously variable system efficiency ηsysc stored as a constant value. Then, in S3 corresponding to the fuel consumption rate calculation means 86, the fuel consumption rate fscvt of the vehicle in continuously variable speed traveling from the continuously variable engine output Pecvt read in S1 and the continuously variable traveling efficiency ηtcvt determined in S2 above. {= Fuel consumption F / (Stepless engine output Pecvt × Stepless running efficiency ηtcvt)} is calculated.

  Subsequently, in step S4 corresponding to the transmission efficiency calculation means 84, the stepped transmission efficiency ηu in the stepped transmission state of the transmission mechanism 10 is determined from the vehicle state such as the actual vehicle speed V and the drive from the relationship stored in advance as shown in FIG. Calculated based on force-related values. Preferably, the stepped traveling efficiency ηtu (= stepped transmission efficiency ηu × stepped system efficiency ηsysu) is calculated from the stepped transmission efficiency ηu and the stepped system efficiency ηsysu stored as a constant value. Then, in S5 corresponding to the fuel consumption rate calculating means 86, the fuel consumption rate fsu of the vehicle in the stepped variable speed traveling from the stepped engine output Peu read in S1 and the stepped traveling efficiency ηtu obtained in S4. {= Fuel consumption F / (Stepped engine output Peu × Stepped running efficiency ηtu)} is calculated.

  Further, in step S6 corresponding to the shift state fuel consumption determination means 88, the stepless variable travel or the stepped variable speed travel determines whether the fuel consumption rate fs of the vehicle, that is, the fuel consumption is good. Determination is made by comparing the fuel consumption rate fscvt of the vehicle traveling at variable speed and the fuel consumption rate fsu of the vehicle traveling at variable speed. Preferably, in S6, it is determined whether or not the fuel consumption in the step-variable running is good, that is, whether or not it is advantageous in terms of fuel consumption to switch the shift state of the transmission mechanism 10 to the stepped shift state.

  In other words, if the determination in S6 is negative, in other words, if it is determined in S6 that the fuel efficiency in the continuously variable speed driving is good, in S7 corresponding to the switching control means 50, the speed change mechanism 10 is set to the continuously variable transmission state. A command to release the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42. 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. Alternatively, for example, a signal that permits automatic shifting according to a shift line that is stored in advance in the shift diagram storage unit 56 and that serves as a basis for shift determination of the automatic transmission unit 20 in the shift diagram shown in FIG. Therefore, in this continuously variable transmission, the switching transmission 11 is made to function as a continuously variable transmission, and the automatic transmission 20 in series with the continuously variable transmission 20 functions as a stepped transmission. At the same time, the rotational speed input to the automatic transmission 20 for each of the first speed, second speed, third speed, and fourth speed of the automatic transmission 20, that is, the rotational speed of the transmission member 18 is obtained. The gear ratio is changed steplessly to obtain a stepless speed ratio range. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

  In other words, if the determination in S6 is affirmative, in other words, if it is determined in S6 that the fuel efficiency in the step-variable shifting is good, the transmission mechanism 10 is set to the step-variable shifting state in S8 corresponding to the switching control means 50. A signal for disabling (inhibiting) hybrid control or continuously variable transmission control is output to the hybrid control means 52, and to the stepped transmission control means 54, shift control at the time of preset stepped shift is performed. Allow. The stepped shift control means 54 at this time executes automatic shift control according to the shift diagram shown in FIG. FIG. 2 shows a combination of operations of the hydraulic friction engagement devices selected in the speed change control, that is, C0, C1, C2, B0, B1, B2, and B3. In the first to fourth speeds in the stepped automatic transmission control mode, the switching clutch 11 is functioning as an auxiliary transmission having a fixed gear ratio γ0 of 1 when the switching clutch C0 is engaged. In the fifth speed, the switching brake B0 is engaged instead of the engagement of the switching clutch C0, so that the switching transmission 11 functions as an auxiliary transmission having a fixed gear ratio γ0 of 0.7. . That is, in this stepped automatic transmission, the entire transmission mechanism 10 including the switching transmission 11 and the automatic transmission 20 that function as a sub-transmission functions as a so-called stepped automatic transmission.

  As a result, the speed change mechanism 10, which is an electric continuously variable transmission that is generally considered to have good fuel efficiency, is switched to a speed change state that is advantageous in terms of fuel efficiency of the vehicle, so that the fuel efficiency is further improved.

  As described above, according to the present embodiment, a shift state switching type capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission. The speed change mechanism 10 is in a continuously variable transmission state by the switching control means 50 (S6, S7, S8) based on whether the fuel consumption rate f of the vehicle in the continuously variable transmission state or the stepped transmission state is good. Therefore, it is possible to selectively switch between the stepped state and the stepped speed change state, so that it is possible to obtain an appropriate traveling with further improved fuel efficiency.

  In addition, according to the present embodiment, the fuel consumption rate f is sequentially calculated from the vehicle state, for example, the vehicle speed V and the driving force related value by the fuel consumption rate calculating means 86 (S3, S5). The fuel consumption rate f in the speed change state and the stepped speed change state is calculated, and the speed change state of the speed change mechanism 10 is set to a travel state with good fuel consumption.

  Further, according to the present embodiment, the fuel consumption rate f is calculated based on the fuel consumption rate fe of the engine obtained from, for example, the relationship stored in advance shown in FIG. The fuel consumption rate fs of the vehicle is appropriately calculated.

  Further, according to the present embodiment, the fuel consumption rate f calculated from the vehicle state takes into account the transmission efficiency η from the engine to the drive wheels 38 calculated by the transmission efficiency calculation means 84 (S2, S4). Therefore, the fuel consumption rate calculation means 86 appropriately calculates the fuel consumption rate f.

  Further, according to the present embodiment, the transmission efficiency η changes due to high torque traveling such as traveling resistance of the vehicle, such as traveling on an uphill road, and the fuel consumption rate calculating means 86 performs fuel consumption based on the transmission efficiency η. The rate f is calculated appropriately.

  Further, according to the present embodiment, the transmission efficiency η varies with the vehicle speed V, and the fuel consumption rate f is appropriately calculated by the fuel consumption rate calculation means 86 based on the transmission efficiency η.

  Further, according to this embodiment, the transmission efficiency η varies depending on the driving force-related value of the vehicle, and the fuel consumption rate f is appropriately calculated by the fuel consumption rate calculation means 86 based on the transmission efficiency η. Is done.

  In addition, according to the present embodiment, the power distribution mechanism 16 is simply and power-distributed by the single pinion type first planetary gear device 24 having the first carrier CA1, the first sun gear S1, and the first ring gear R1 as three elements. There is an advantage that the axial dimension of the mechanism 16 is small. Further, the power distribution mechanism 16 is provided with a hydraulic friction engagement device, that is, a switching clutch C0 that connects the first sun gear S1 and the first carrier CA1 and a switching brake B0 that connects the first sun gear S1 to the transmission case 12. Therefore, the switching control means 50 can easily control the stepless speed change state and the stepped speed change state of the speed change mechanism 10.

  Further, according to the present embodiment, the automatic transmission unit 20 is interposed in series between the power distribution mechanism 16 and the drive wheel 38, and the gear ratio of the power distribution mechanism 16, that is, the shift of the switching transmission unit 11 is changed. Since the overall transmission ratio of the transmission mechanism 10 is formed based on the ratio and the transmission ratio of the automatic transmission unit 20, a wide driving force can be obtained by using the transmission ratio of the automatic transmission unit 20. Therefore, the efficiency of the continuously variable transmission control, that is, the hybrid control in the switching transmission 11 is further enhanced.

  Further, according to this embodiment, when the speed change mechanism 10 is set to the stepped speed change state, the switching type speed change portion 11 functions as if it is a part of the automatic speed change portion 20 and the speed ratio is less than 1. There is an advantage that the fifth speed which is the drive gear stage can be obtained.

  Further, according to the present embodiment, since the second electric motor M2 is connected to the transmission member 18 that is an input rotation member of the automatic transmission unit 20, a low torque is applied to the output shaft 22 of the automatic transmission unit 20. Since the output is improved, there is an advantage that the second electric motor M2 is further downsized.

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

  FIG. 10 is a functional block diagram illustrating the main part of the control function of the electronic control unit 40, which is another embodiment of FIG.

  FIG. 11 is a shift diagram (shift map or relationship) stored in advance in the shift diagram storage means 56 that is a basis for the shift determination of the automatic transmission unit 20, and the output torque Tout that is a vehicle speed V and a driving force related value. Is an example of a shift diagram composed of two-dimensional coordinates with and as parameters. The solid line in FIG. 11 is an upshift line, and the alternate long and short dash line is a downshift line.

  FIG. 11 shows the speed change mechanism 10 depending on whether the vehicle speed V and the driving force-related value, for example, the output torque Tout, are used as the parameters, and whether the traveling in the stepless speed change state or the stepped speed change state has a good fuel consumption rate fs of the vehicle. Is a pre-stored switching diagram (switching map or relationship) in which a stepless control region for setting the continuously variable transmission state and a stepped control region for setting the stepped transmission state are set. For example, the setting of these regions, that is, the boundary line between the stepless control region and the stepped control region indicated by the broken line in FIG. This is obtained in advance through experiments or the like based on whether the vehicle travels in the step shifting state or the stepped shifting state has a good fuel consumption rate fs. That is, FIG. 11 is also a diagram showing the relationship when the shift map and the switching map are configured with the same two-dimensional coordinates, and this switching map is stored in advance in the shift diagram storage means 56 together with the shift map. It will be. Of course, the shift map and the switching map are composed of different two-dimensional coordinates, and the switching map is stored in advance in another storage means other than the shift diagram storage means 56, for example, a switching diagram storage means (not shown). It may be done.

  The switching control means 50 is stored in advance in a shift diagram storage means 56 as shown in FIG. 11, for example, instead of switching the shift state of the transmission mechanism 10 based on the vehicle fuel consumption rate f in the above-described embodiment. Based on the current vehicle state, that is, the actual vehicle speed V and the output torque Tout, the transmission mechanism 10 is selectively switched between the continuously variable transmission state and the stepped transmission state.

  As a result, the speed change mechanism 10, which is an electric continuously variable transmission that is generally considered to have good fuel efficiency, is switched to a speed change state that is advantageous in terms of fuel efficiency of the vehicle, so that the fuel efficiency is further improved. Further, as compared with the case where the fuel consumption rate f is sequentially calculated as in the above-described embodiment, the control is simple and the calculation load of the electronic control device 40 is reduced.

  As described above, according to the present embodiment, the stepless speed change state or the stepped speed change state is set according to whether the fuel consumption rate f is good in the stepless speed change state or the stepped speed change state. For example, based on the prestored relationship shown in FIG. 11, the transmission mechanism 10 is in either the continuously variable transmission state or the stepped transmission state based on the vehicle state, for example, the actual vehicle speed V and the output torque Tout. Therefore, the shift state of the speed change mechanism 10 can be easily switched to a driving state with good fuel consumption, and the fuel consumption is further improved.

  FIG. 12 is a functional block diagram illustrating the main part of the control function of the electronic control unit 40, which is another embodiment of FIG.

  In FIG. 12, the switching control means 50 further includes a high vehicle speed determination means 62, a high output travel determination means 64, and an electrical path function determination means 66. The shift mechanism 10 is switched to the stepped shift state without switching based on the fuel consumption rate f of the vehicle in the above-described embodiment.

  The high vehicle speed determination means 62 determines whether or not the actual vehicle speed V of the hybrid vehicle has reached a high vehicle speed equal to or higher than a determination vehicle speed V1 that is a preset high-speed travel determination value for determining high-speed travel. The high output travel determination means 64 determines that the driving force related value related to the driving force of the hybrid vehicle, for example, the output torque Tout of the automatic transmission unit 20 is a preset high output travel determination value for determining high output travel. It is determined whether or not a high torque (high driving force) traveling that is equal to or greater than the output torque T1 has occurred. That is, the high output travel determination means 64 determines the high output travel of the vehicle based on the driving force related parameter that directly or indirectly indicates the driving force of the vehicle. The electric path function determination means 66 determines a failure determination condition for determining a decrease in the function of the control device for setting the transmission mechanism 10 to the continuously variable transmission state, for example, from the generation of electric energy in the first electric motor M1. Degradation of equipment related to the electrical path until the energy is converted into mechanical energy, that is, 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, (Fail) or based on the occurrence of functional deterioration or malfunction due to low temperature.

  For example, the determination vehicle speed V1 is such that the change of the shift state of the transmission mechanism 10 is the vehicle in the above-described embodiment so that the fuel consumption is prevented from deteriorating when the transmission mechanism 10 is in a continuously variable transmission state at high speed. This is a value obtained and stored in advance through experiments or the like to determine high-speed driving of a vehicle that is clearly advantageous in terms of fuel efficiency when the speed change mechanism 10 is switched to the stepped speed change state without being based on the fuel consumption rate f. .

  Further, for example, the determination torque T1 is obtained from, for example, 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. Is set in accordance with the characteristics of the first electric motor M1 that can be arranged with a smaller maximum output of electrical energy. In other words, the determination torque T1 is a high output traveling of the vehicle that requires the transmission mechanism 10 to be switched to the stepped transmission state without switching the transmission state of the transmission mechanism 10 based on the fuel consumption rate f of the vehicle in the above-described embodiment. In other words, the speed change mechanism 10 is stored in advance in order to determine the high output travel of the vehicle that exceeds the engine output limit value determined based on the rated output of the electric motor that cannot be operated as an electric continuously variable transmission. Value.

  The switching control unit 50 determines the high vehicle speed by the high vehicle speed determination unit 62 as a predetermined condition, the high output travel determination by the high output travel determination unit 64, that is, the high torque determination, and the electric path function determination unit 66 by the electric path function determination unit 66. When at least one of the above occurs, it is determined that the transmission mechanism 10 is in the stepped shift control region for switching to the stepped shift state, and the hybrid control means 52 is controlled to perform hybrid control or continuously variable as in the above-described embodiment. A signal for disabling or prohibiting the shift control is output, and the stepped shift control means 54 is permitted to perform a shift control at a preset stepped shift. As described above, the transmission control mechanism 50 switches the transmission mechanism 10 to the stepped shift state based on the predetermined condition, and selectively switches to one of the two types of shift steps in the stepped shift state. The switching transmission unit 11 is caused to function as a sub-transmission, and the automatic transmission unit 20 in series with the switching-type transmission unit 11 functions as a stepped transmission, whereby the entire transmission mechanism 10 is caused to function as a so-called stepped automatic transmission.

  Further, the switching control means 50 determines which of the switching clutch C0 and the switching brake B0 is to be engaged, for example, the engagement of the switching clutch C0 by the high output traveling determination by the high output traveling determining means 64 or the high vehicle speed determining means 62. The engagement of the switching brake B0 may be determined by the high-speed traveling determination by However, the engagement of the switching brake B0 is determined when the fifth gear is selected even during high-power traveling.

  FIG. 13 is a switching map having an engine output line as a boundary line between the continuously variable control region and the stepped control region stored in advance in the shift diagram storage means 56 using the engine speed NE and the engine torque TE as parameters. . The switching control means 50 is based on the actual engine speed NE and the engine torque TE from the switching map of FIG. 13 instead of switching the transmission mechanism 10 to the stepped shift state based on the predetermined vehicle condition described above. Thus, it is determined whether the vehicle state represented by the engine rotational speed NE and the engine torque TE is within a stepped control region, that is, a region where the vehicle state is to be forcibly switched to the stepped shift state regardless of fuel consumption determination. The transmission mechanism 10 may be switched to the stepped transmission state.

  That is, the relationship of FIG. 13 is that a high torque region where the engine torque TE corresponding to a region where the determination vehicle speed V1 and the determination torque T1 are equal to or higher than a predetermined value TE1 which is set in advance, and a predetermined value NE1 where the engine speed NE is set in advance. The speed change mechanism 10 is based on the above-mentioned high-speed region, or the high-power region where the engine output calculated from the engine torque TE and the engine speed NE is higher than a predetermined value, that is, the fuel consumption rate f of the vehicle in the above-described embodiment. Is clearly obtained through experiments or the like and stored in advance.

  As described above, according to the present embodiment, the switching control means 10 sets the speed change mechanism 10 to the stepped speed change state when the actual vehicle speed exceeds the preset determination vehicle speed V1. For example, if the actual vehicle speed V exceeds the vehicle speed V1 for determining high-speed traveling of the vehicle, which is clearly advantageous in terms of fuel efficiency when the transmission mechanism 10 is switched to the stepped transmission state, the engine is exclusively transmitted through a mechanical power transmission path. The output loss is transmitted to the drive wheels and the conversion loss between the power and electricity generated when operating as an electric continuously variable transmission is suppressed, so that the fuel efficiency is improved.

  Further, according to this embodiment, the switching control means 50 sets the speed change mechanism 10 to the stepped speed change state when the actual output torque Tout exceeds the preset judgment output torque T1, so that, for example, the actual The high output running of the vehicle is determined such that the output torque Tout exceeds the engine output limit value determined based on the rated output of the first electric motor M1, which cannot operate the transmission mechanism 10 as an electric continuously variable transmission. When the high-speed traveling exceeding the judgment output torque T1 for transmission is performed, the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path, and the transmission mechanism 10 operates as an electric continuously variable transmission. When it is allowed to run, it is a low-medium power traveling, so that the maximum value of the electrical energy that should be generated by the first electric motor M1 can be reduced, that is, the output capacity that should be ensured by the first electric motor M1 can be reduced. A first electric motor M1 and the second electric motor M2, so the vehicular drive system including the same is even more compact made.

  In addition, according to the present embodiment, the switching control means 50 has the transmission mechanism 10 when a failure determination condition for determining the functional degradation of the control device for setting the transmission mechanism 10 to the electrical continuously variable transmission state is satisfied. Since the stepped speed change state is set, even when the speed change mechanism 10 is not set to the stepless speed change state, the stepped speed change state is set, so that the vehicle travel that is substantially the same as the stepless travel is ensured although it is stepped. The

  FIG. 14 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. 15 is a view showing the relationship between the gear position of the speed change mechanism 70 and the engagement combination of the hydraulic friction engagement device. FIG. 16 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

  As in the above-described embodiment, the transmission mechanism 70 includes a switching transmission 11 having the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2, and the switching transmission 11 and the output shaft 22. And a forward three-stage automatic transmission portion 72 connected in series via the transmission member 18 therebetween. The power distribution mechanism 16 includes, for example, a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission unit 72 includes a single pinion type second planetary gear device 26 having a predetermined gear ratio ρ2 of about “0.532”, for example, and a single pinion type having a predetermined gear ratio ρ3 of about “0.418”, for example. The third planetary gear device 28 is provided. The second sun gear S2 of the second planetary gear unit 26 and the third sun gear S3 of the third planetary gear unit 28 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2. The second carrier CA2 of the second planetary gear device 26 and the third ring gear R3 of the third planetary gear device 28 are integrally connected to the output shaft 22 by being selectively connected to the case 12 via one brake B1. The second ring gear R2 is selectively connected to the transmission member 18 via the first clutch C1, and the third carrier CA3 is selectively connected to the case 12 via the second brake B2.

  In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 15, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed NIN / output gear rotational speed NOUT) that changes substantially in an equal ratio is obtained for each gear stage. . In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the switching transmission 11 is operated by engaging either the switching clutch C0 or the switching brake B0. In addition to the continuously variable transmission state operable as a continuously variable transmission, it is possible to constitute a constant transmission state operable as a transmission having a constant gear ratio. Therefore, the speed change mechanism 70 can operate as a stepped transmission by the switching type transmission unit 11 and the automatic transmission unit 72 that are brought into the constant speed changing state by engaging and operating either the switching clutch C0 or the switching brake B0. The stepless transmission state is constituted by the switching type transmission unit 11 and the automatic transmission unit 72 which are in a stepless transmission state by engaging and operating neither the switching clutch C0 nor the switching brake B0. The continuously variable transmission state that can be operated as is configured. In other words, the speed change mechanism 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is not operated by engaging neither the switching clutch C0 nor the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 15, the gear ratio γ1 is set to a maximum value, for example, “ A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, the third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to the engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a 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 “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when transmission mechanism 70 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 15 are released. Thereby, the switching-type transmission unit 11 functions as a continuously variable transmission, and the automatic transmission unit 72 in series functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 72. The rotational speed input to the automatic transmission unit 72, that is, the rotational speed of the transmission member 18 is changed steplessly with respect to each gear stage at a high speed, and each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 16 is a diagram illustrating a transmission mechanism 70 including a switching transmission 11 that functions as a continuously variable transmission or a first transmission, and an automatic transmission 72 that functions as a stepped transmission or a second transmission. The collinear chart which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs is shown. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  In the automatic transmission unit 72, as shown in FIG. 16, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh rotating element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotational speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotational speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first to third speeds, as a result of the switching clutch C0 being engaged, the power from the switching transmission 11 is input to the seventh rotating element RE7 at the same rotational speed as the engine rotational speed NE. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the switching transmission 11 is input at a higher rotational speed than the engine rotational speed NE, so the first clutch C1, the second clutch The output shaft of the fourth speed at the intersection of the horizontal straight line L4 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 A rotational speed of 22 is indicated.

  The speed change mechanism 70 of the present embodiment also includes a switching type speed change part 11 that functions as a continuously variable speed change part or a first speed change part, and an automatic speed change part 72 that functions as a stepped speed change part or a second speed change part. Therefore, the same effect as the above-described embodiment can be obtained.

  FIG. 17 shows a seesaw type switch 44 as a shift state manual selection device for switching the shift state of the transmission mechanism 10 by manual operation. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the effect of improving the fuel efficiency, the user may select the transmission mechanism 10 by a manual operation so that the continuously variable transmission is brought into the continuously variable transmission state. If it is desired to improve the feeling due to the change in the engine rotation speed associated with the speed change, the speed change mechanism 10 may be selected manually so as to be in the stepped speed change state. In addition, when the switch 44 is provided with a neutral position in which neither continuously variable speed traveling nor stepped speed variable traveling is selected, when the switch 44 is in the neutral position, that is, the speed change state desired by the user is determined. When not selected or when the desired shift state is automatic switching, the switching control means 50 selects the transmission mechanism 10 to be either the continuously variable transmission state or the stepped transmission state as in the above-described embodiment. Switch to. That is, the switching control means 50 automatically switches between the continuously variable transmission state and the stepped transmission state instead of switching by manual operation. As a result, it is possible to obtain an appropriate traveling with further improved fuel efficiency.

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

  For example, the continuously variable system efficiency ηsysc and the stepped system efficiency ηsysu of the above-described embodiment are constant values that are obtained in advance through experiments or the like and stored, but the vehicle state such as the vehicle speed V or the operation of the automatic transmission unit 20 It may be a function that is sequentially changed according to the oil temperature or the like. Alternatively, the stepless system efficiency ηsysc and the stepped system efficiency ηsysu may be omitted. In this case, the fuel consumption rate fs of the vehicle is not necessarily accurate, but an approximate comparison of fuel consumption is possible.

  In the power distribution mechanism 16 of the above-described embodiment, the first carrier CA1 is connected to the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 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 connected to any of the three elements CA1, S1, and R1 of the first planetary gear device 24. It can be done.

  The power distribution mechanism 16 includes the switching clutch C0 and the switching brake B0. However, both the switching clutch C0 and the switching brake B0 are not necessarily provided, and only one of the switching clutch C0 and the switching brake B0 is provided. May be provided. The switching clutch C0 selectively connects the sun gear S1 and the carrier CA1, but selectively connects the sun gear S1 and the ring gear R1 or between the carrier CA1 and the ring gear R1. It may be a thing. In short, what is necessary is just to connect any two of the three elements of the first planetary gear unit 24 to each other.

  In the above-described embodiment, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 are magnetic powder type, electromagnetic type, mechanical type engagement such as a powder (magnetic powder) clutch, an electromagnetic clutch, and a meshing type dog clutch. You may be comprised from the apparatus.

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18; Also good.

  In the above-described embodiment, the automatic transmission units 20 and 72 are interposed in the power transmission path between the transmission member 18 that is the output member of the switching type transmission unit 11, that is, the power distribution mechanism 16, and the drive wheels 38. However, another type of power transmission device such as a continuously variable transmission (CVT), which is a kind of automatic transmission, may be provided, or may not be necessarily provided. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path.

  In the above-described embodiment, the speed change mechanisms 10 and 70 are drive devices for hybrid vehicles in which the drive wheels 38 are driven by the torque of the first electric motor M1 or the second electric motor M2 in addition to the engine 8. Even in the case of a vehicular drive apparatus that has only a function as a continuously variable transmission called an electric CVT in which the switching transmission 11 constituting the mechanisms 10, 70, that is, the power distribution mechanism 16, is not hybrid-controlled. The invention can be applied.

  The power distribution mechanism 16 of the above-described embodiment is a differential gear device in which, for example, a pinion rotated by an engine and a pair of bevel gears meshing with the pinion are connected to the first electric motor M1 and the second electric motor M2. There may be.

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and functions as a transmission of three or more stages in a constant speed state. It may be a thing.

  In addition, the switch 44 of the above-described embodiment is a seesaw type switch. Any switch that can selectively switch between at least continuously variable speed travel and stepped speed variable travel, such as a slide switch, may be used.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining a relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used in the case where the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 6 is a collinear diagram illustrating the relative rotational speed of each gear when the drive device for the hybrid vehicle of the embodiment of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. It is an example of the fuel consumption map used for calculation of a fuel consumption rate. It is an example which showed each transmission efficiency of the continuously variable transmission state and stepped transmission state which change with respect to a vehicle speed. It is an example of the change of the engine speed accompanying the upshift in a stepped transmission. It is a flowchart explaining the principal part of the control action of the electronic controller in the Example of this invention. FIG. 6 is a functional block diagram for explaining a main part of the control operation of the electronic control device of FIG. 4, which is another embodiment of the embodiment of FIG. 5. FIG. 5 is a shift diagram stored in advance as a basis for shift determination of the automatic transmission unit, and is a switching diagram in which an area for setting the transmission mechanism to a continuously variable transmission state or a stepped transmission state is set. FIG. 6 is a functional block diagram for explaining a main part of the control operation of the electronic control device of FIG. 4, which is another embodiment of the embodiment of FIG. 5. It is a figure which shows the relationship memorize | stored previously which has the boundary line of a stepless control area | region and a stepped control area | region. FIG. 4 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 15 is an operation chart for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used therefor when the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 15 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the hybrid vehicle drive device of the embodiment of FIG. It is an example of a shift state manual selection device that is a seesaw type switch as a switching device and is operated by a user to select a shift state.

Explanation of symbols

8: Engine 10, 70: Shift state switching type transmission mechanism (drive device)
12: Transmission case (non-rotating member)
16: Power distribution mechanism 18: Transmission member 20, 72: Automatic transmission (stepped automatic transmission)
24: First planetary gear unit (single pinion type planetary gear unit)
38: Drive wheel 50: Switching control means M1: First electric motor M2: Second electric motor C0: Switching clutch (operating state switching device)
B0: Switching brake (operating state switching device)

Claims (19)

A control device for a vehicle drive device that transmits engine output to drive wheels,
A transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission;
Based on whether the fuel consumption rate of the vehicle in the continuously variable transmission state or the stepped transmission state is good, the transmission state switching type transmission mechanism is changed between the continuously variable transmission state and the stepped transmission state. And a switching control means for selectively switching to the vehicle. 2. The control device for a vehicle drive device according to claim 1, wherein the fuel consumption rate is sequentially calculated from a vehicle state. 3. The control device for a vehicle drive device according to claim 2, wherein the fuel consumption rate sequentially calculated from the vehicle state is calculated based on a fuel consumption rate of the engine obtained from a relationship stored in advance. 4. The control device for a vehicle drive device according to claim 2, wherein the fuel consumption rate calculated sequentially from the vehicle state takes into account the transmission efficiency from the engine to the drive wheels. 5. The control device for a vehicle drive device according to claim 4, wherein the transmission efficiency varies depending on a running resistance of the vehicle. 6. The control device for a vehicle drive device according to claim 4, wherein the transmission efficiency varies depending on a vehicle speed. The control device for a vehicle drive device according to any one of claims 4 to 6, wherein the transmission efficiency varies depending on a value related to a driving force of the vehicle. Based on a previously stored relationship in which a region for setting the continuously variable transmission state or the stepped transmission state is set depending on whether the fuel consumption rate is high in the stepless transmission state or the stepped transmission state. 2. The control device for a vehicle drive device according to claim 1, wherein the shift state switching type transmission mechanism is selectively switched between the continuously variable shift state and the stepped shift state based on a current vehicle state. . 9. The switching control means according to claim 1, wherein when the actual vehicle speed exceeds a preset high-speed traveling determination value, the shift state switching type transmission mechanism is set to the stepped shift state. A control device for a vehicle drive device. 10. The switching control means sets the shift state switching type transmission mechanism to the stepped shift state when a driving force related value of a vehicle exceeds a preset high output travel determination value. A control device for a vehicle drive device. The switching control means is configured to switch the transmission state switching type transmission mechanism when a failure determination condition for determining a functional deterioration of a control device for setting the transmission state switching type transmission mechanism to the electric continuously variable transmission state is satisfied. The control device for a vehicle drive device according to any one of claims 1 to 10, wherein the stepped gear shift state is set. The shift state change-type transmission mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to the second electric motor and the transmission member. Equipped with a mechanism
The power distribution mechanism includes an operation state switching device for enabling the shift state switching type transmission mechanism to be switched between the continuously variable transmission state and the stepped transmission state.
The vehicle drive device according to any one of claims 1 to 11, wherein the switching control means selectively switches between the continuously variable transmission state and the stepped transmission state by controlling the operation state switching device. Control device. The operating state switching device is an engagement device that connects any two of the first to third elements to each other and / or the second element to a non-rotating member,
The switching control means releases the engagement device to allow the first element, the second element, and the third element to rotate relative to each other, thereby setting the continuously variable transmission state. In combination, at least two of the first element, the second element, and the third element are connected to each other, or the second element is brought into a non-rotating state so that the stepped speed change state is achieved. The control device for a vehicle drive device according to claim 12. The power distribution mechanism is a planetary gear unit;
The first element is a carrier of the planetary gear set;
The second element is a sun gear of the planetary gear set;
The third element is a ring gear of the planetary gear set;
14. The vehicle according to claim 13, wherein the engagement device includes a clutch that connects any two of the carrier, the sun gear, and the ring gear to each other and / or a brake that connects the sun gear to a non-rotating member. Control device for driving device. 15. The control device for a vehicle drive device according to claim 14, wherein the planetary gear device is a single pinion type planetary gear device. The switching control means connects the carrier and the sun gear to each other so that the single pinion planetary gear device is a transmission having a gear ratio of 1, or the single pinion planetary gear device has a gear ratio of 1. The vehicle drive device control device according to claim 15, wherein the engagement device is controlled so that the sun gear is in a non-rotating state in order to obtain a smaller speed increasing transmission. The transmission state switching type transmission mechanism includes an automatic transmission provided in series with the power distribution mechanism between the transmission member and the drive wheel,
The vehicle drive device control device according to any one of claims 12 to 16, wherein a gear ratio of the shift state change-type transmission mechanism is formed based on a gear ratio of the automatic transmission. 18. The control device for a vehicle drive device according to claim 17, wherein an overall transmission ratio of the transmission state switching type transmission mechanism is formed based on a transmission ratio of the power distribution mechanism and a transmission ratio of the automatic transmission. The vehicle drive according to claim 17 or 18, wherein the automatic transmission is a stepped automatic transmission, and the shift of the stepped automatic transmission is executed based on a previously stored shift diagram. Control device for the device.

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