JP4207920B2 - Vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving device that can miniaturize the device or improve fuel efficiency, in a device for driving a vehicle provided with a differential mechanism which distributes the output of an engine to a motor and an output shaft. <P>SOLUTION: The driving device for a vehicle is provided with a switching clutch C0 or a switching brake B0. By this, a gear shift mechanism 10 is changed between a continuously variable shift state and a stepped shift state. Consequently, the driving device obtains improved fuel efficiency of a gear, whose speed change ratio is electrically changed, and high transmission efficiency of a gear-type transmission device which mechanically transmits power. Further, the driving device is provided with a speed-increasing part 32 which increases an engine revolution speed N<SB>E</SB>and inputs it to a differential part 11. By this, an engine torque T<SB>E</SB>to be inputted to the differential part 11 can be decreased without decreasing the output P<SB>E</SB>of the engine, and accordingly a torque capacity of a first motor M1 for responding to a reaction force torque to the maximum value of the engine torque T<SB>E</SB>can be smaller to make the first motor M1 smaller in size. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a vehicle drive device including a differential mechanism capable of operating a differential action and an electric motor, and more particularly to a technique for downsizing an electric motor and the like.

  2. Description of the Related Art A vehicle drive device including a differential mechanism that distributes engine output to a first motor and an output shaft, and a second motor provided between the output shaft of the differential mechanism and a drive wheel is known. ing. For example, this is a hybrid vehicle drive device described in Patent Document 1. In such a hybrid vehicle drive device, the differential mechanism is composed of, for example, a planetary gear device, and the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action, and the power from the engine is transmitted. The remaining portion is electrically transmitted using an electric path from the first motor to the second motor, thereby functioning as a transmission whose gear ratio is continuously changed, for example, functioning as an electric continuously variable transmission. This makes it possible to drive the vehicle while maintaining the engine in an optimum operating state, thereby improving fuel efficiency.

JP 2003-127681 A Japanese translation of PCT publication No. 2005-500481 JP 2001-339805 A JP-A-8-183356

  By the way, in the hybrid vehicle driving apparatus as shown in Patent Document 1, it is necessary to generate a reaction torque corresponding to the engine torque in the first electric motor in order to function as an electric continuously variable transmission. Then, as the engine output increases, the reaction torque with respect to the maximum value of the engine torque that the first electric motor should handle increases, in other words, the torque capacity of the first electric motor becomes the reaction torque with respect to the maximum value of the engine torque. There is a possibility that the size of the first electric motor needs to be increased in order to increase the size.

  As another concept, a continuously variable transmission is generally known as a device that improves the fuel consumption of a vehicle, while a gear transmission such as a stepped automatic transmission is known as a device with good transmission efficiency. ing. However, there has not yet been a power transmission mechanism that combines these advantages. For example, the hybrid vehicle drive apparatus as shown in Patent Document 1 includes a transmission path that transmits an electric path of electric energy from the first electric motor to the second electric motor, that is, a part of the driving force of the vehicle by electric energy. Since the first electric motor must be increased in size with the increase in engine output, the second electric motor driven by the electric energy output from the first electric motor must also be increased in size, so that the drive device is large. There was a problem of becoming. Alternatively, since a part of the engine output is once converted into electric energy and transmitted to the drive wheels, the fuel consumption may be deteriorated depending on the driving conditions of the vehicle such as high-speed driving. The same problem occurs when the power distribution mechanism is used as a transmission in which the gear ratio is electrically changed, for example, a continuously variable transmission called an electric CVT.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle drive equipped with a differential mechanism capable of operating a differential action to distribute engine output to an electric motor and an output shaft. In the device, the drive device can be miniaturized or the fuel consumption can be improved.

That is, the gist of the invention according to claim 1 is that: (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a power transmission path from the transmission member to the drive wheels; A vehicle drive device having a continuously variable transmission that has a second electric motor and is operable as an electrical continuously variable transmission, and (b) power transmission between the engine and the differential mechanism A speed increasing mechanism provided on the path to increase the rotational speed of the engine and input to the differential mechanism ; and (c) the speed increasing mechanism is provided and the speed ratio of the speed increasing mechanism can be switched. a speed increasing state switching devices constituting the, seen including, (d) the speed increasing state switching device includes a speed increasing condition to be speed ratio of the speed increasing mechanism engine rotational speed is accelerated, the engine rotational speed Is switched to the non-acceleration state where the gear ratio is not increased. When the continuously variable transmission unit is in a continuously variable transmission state or when the differential unit is in a differential state, the speed increasing mechanism is switched to a speed increasing state, and the continuously variable transmission unit is in a continuously variable transmission state. Sometimes, or when the differential section is in a non-differential state, the speed increasing mechanism is switched to a non-speed increasing state .

According to this configuration, the power transmission path between the engine and the differential mechanism is provided with a speed increasing mechanism that increases the engine rotation speed and inputs the speed to the differential mechanism. Since the engine output determined by the product of the engine speed and the engine torque is input to the differential mechanism, the engine torque input to the differential mechanism can be reduced without reducing the engine output. The reaction torque with respect to the maximum value of the engine torque that should be handled by the first electric motor for operating the transmission unit as an electric continuously variable transmission is reduced, in other words, it is made to correspond to the reaction force torque with respect to the maximum value of the engine torque. Therefore, the torque capacity of the first motor can be reduced, and the first motor can be downsized. Therefore, the entire drive device can be reduced in size. Further, since the speed increasing mechanism further includes a speed increasing state switching device configured to be able to switch the speed ratio of the speed increasing mechanism, it is necessary to increase the engine rotational speed and input it to the differential mechanism. Only when the gear ratio of the speed increasing mechanism can be switched. The speed increasing state switching device switches the speed increasing mechanism between a speed increasing state in which the engine speed is increased and a non-speed increasing state in which the engine speed is not increased. When the continuously variable transmission portion is in a continuously variable transmission state or when the differential portion is in a differential state, the speed increasing mechanism is switched to a speed increasing state, and the continuously variable transmission portion is When in the continuously variable transmission state or when the differential portion is in the non-differential state, the speed increasing mechanism is switched to the non-accelerated state. Therefore, when at least the first motor needs to be operated, When the first motor needs to generate a reaction torque with respect to the engine torque, the engine torque input to the differential mechanism is reduced, so the first motor can be miniaturized. In addition, for example, when the first motor is not required to generate a reaction torque against the engine torque, the continuously variable transmission portion is in a non-continuously variable transmission state, or when the differential portion is in a non-differential state, the speed increasing mechanism is disabled. Since the speed increasing state can be achieved, a larger gear ratio can be obtained at the low speed side gear of the driving device compared to the speed increasing state of the speed increasing mechanism, or the input rotational speed to the automatic transmission unit can be further increased. The durability of the automatic transmission unit is improved by the low rotation speed.

According to a second aspect of the present invention, there is provided (a) a differential mechanism for distributing engine output to the first electric motor and the transmission member, and a power transmission path from the transmission member to the drive wheels. A vehicular drive device including a continuously variable transmission that has a second electric motor and is operable as an electrical continuously variable transmission; (b) provided in the differential mechanism; and the continuously variable transmission A differential state switching device for selectively switching between a continuously variable transmission state in which an electric continuously variable transmission can be operated and a continuously variable transmission state in which the continuously variable transmission unit does not operate in an electrical continuously variable transmission; c) a speed increasing mechanism that is provided on a power transmission path between the engine and the differential mechanism, and that increases the rotational speed of the engine and inputs the speed to the differential mechanism ; and (d) the speed increasing mechanism. An acceleration state switching device provided in the mechanism and configured to be capable of switching a gear ratio of the acceleration mechanism ; Seen including, (e) the speed increasing state switching device includes a speed increasing state as a speed ratio of the speed increasing mechanism engine rotational speed is accelerated, non-increasing speed as the speed ratio the engine speed is not accelerated (F) When the continuously variable transmission portion is in a continuously variable transmission state, or when the differential portion is in a differential state, the speed increasing mechanism is switched to a speed increasing state, When the continuously variable transmission portion is in a non-continuous transmission state or when the differential portion is in a non-differential state, the speed increasing mechanism is switched to a non-speed increasing state .

In this way, the continuously variable transmission unit in the vehicle drive device is driven by the differential state switching device so that the continuously variable transmission is operable and the continuously variable transmission is not continuously operated. Since it is selectively switched to a gear shift state, for example, a stepped gear shift state, the fuel efficiency improvement effect of the transmission in which the gear ratio is electrically changed and the high transmission efficiency of the gear transmission that mechanically transmits power A drive device having both advantages is obtained. For example, in the normal output range of the engine where the vehicle is running at low and medium speeds and low and medium power running, the continuously variable transmission is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle. Power generated when the continuously variable transmission is in a continuously variable transmission state and is operated as a transmission in which the output of the engine is transmitted to the drive wheels exclusively through a mechanical power transmission path and the gear ratio is electrically changed. Since the conversion loss between electric energy is suppressed, fuel consumption is improved. Further, for example, when the continuously variable transmission unit is set to a continuously variable transmission state in high output traveling, the regions operated as a transmission whose gear ratio is electrically changed are low and medium output traveling and low and medium output traveling. Thus, the electric energy to be generated by the electric motor, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or the driving device of the vehicle including the electric motor can be further downsized. Further, since the speed increasing mechanism further includes a speed increasing state switching device configured to be able to switch the speed ratio of the speed increasing mechanism, it is necessary to increase the engine rotational speed and input it to the differential mechanism. Only when the gear ratio of the speed increasing mechanism can be switched. The speed increasing state switching device switches the speed increasing mechanism between a speed increasing state in which the engine speed is increased and a non-speed increasing state in which the engine speed is not increased. When the continuously variable transmission portion is in a continuously variable transmission state or when the differential portion is in a differential state, the speed increasing mechanism is switched to a speed increasing state, and the continuously variable transmission portion is When in the continuously variable transmission state or when the differential portion is in the non-differential state, the speed increasing mechanism is switched to the non-accelerated state. Therefore, when at least the first motor needs to be operated, When the first motor needs to generate a reaction torque with respect to the engine torque, the engine torque input to the differential mechanism is reduced, so the first motor can be miniaturized. In addition, for example, when the first motor is not required to generate a reaction torque against the engine torque, the continuously variable transmission portion is in a non-continuously variable transmission state, or when the differential portion is in a non-differential state, the speed increasing mechanism is disabled. Since the speed increasing state can be achieved, a larger gear ratio can be obtained at the low speed side gear of the driving device compared to the speed increasing state of the speed increasing mechanism, or the input rotational speed to the automatic transmission unit can be further increased. The durability of the automatic transmission unit is improved by the low rotation speed.

  Further, in the above vehicle drive device including a continuously variable transmission configured to be switchable between the continuously variable transmission state and the continuously variable transmission state, a power transmission path between the engine and the differential mechanism is By providing a speed increasing mechanism that increases the engine rotation speed and inputs it to the differential mechanism, the engine output is input to the differential mechanism via the speed increasing mechanism, so that the engine output is not reduced. Since the engine torque input to the differential mechanism can be reduced, the reaction torque with respect to the maximum value of the engine torque that should be handled by the first electric motor for operating the continuously variable transmission as an electric continuously variable transmission is small. In other words, the torque capacity of the first electric motor for making it correspond to the reaction torque with respect to the maximum value of the engine torque is reduced, and the first electric motor can be further downsized. Therefore, the drive device as a whole can be further downsized without reducing the engine output.

According to a third aspect of the present invention, there is provided (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member, and a power transmission path from the transmission member to the drive wheels. A vehicle drive device including a differential unit having a second electric motor, wherein (b) a differential state is provided in the differential mechanism, and the differential unit operates with a differential action, and the differential action. A differential state switching device for selectively switching to a non-differential state, and (c) provided on a power transmission path between the engine and the differential mechanism to increase the rotational speed of the engine. Hayashi and speed increasing mechanism for input to the differential mechanism, and (d) provided in the speed increasing mechanism, the speed increasing state switching device configured to enable switching the gear ratio of the speed increasing mechanism, seen including, (e) The speed increasing state switching device includes: a speed ratio that increases an engine speed and the speed increasing mechanism; (F) when the continuously variable transmission unit is in the continuously variable transmission state, or the differential unit is switched to the non-accelerated state where the engine speed is not increased. When in the differential state, the speed increasing mechanism is switched to the speed increasing state. When the continuously variable transmission portion is in the non-continuously variable speed state or when the differential portion is in the non-differential state, the speed increasing mechanism is switched. The mechanism is switched to a non-acceleration state .

In this way, the differential unit can be selectively switched between the differential state in which the differential action can be activated by the differential state switching device and the non-differential state in which the differential action is not activated, for example, the lock state. Thus, a driving device is obtained that has both the advantages of improving the fuel efficiency of a transmission whose gear ratio is electrically changed and the high transmission efficiency of a gear transmission that mechanically transmits power. For example, in the normal output range of the engine where the vehicle is running at low and medium speeds and low and medium power running, the differential section is set to a differential state to ensure the fuel efficiency of the vehicle, but the difference in high speed running is the difference. The power and electric energy generated when the moving part is in a non-differential state and is operated as a transmission in which the output of the engine is transmitted to the drive wheels exclusively through a mechanical power transmission path and the gear ratio is electrically changed. Since the conversion loss during the period is suppressed, the fuel efficiency is improved. Further, for example, when the differential unit is set to a non-differential state in high output traveling, the region to be operated as a transmission in which the gear ratio is electrically changed is low and medium output traveling of the vehicle, The electric energy to be generated by the electric motor, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric motor or the driving device of the vehicle including the electric motor can be further downsized. Further, since the speed increasing mechanism further includes a speed increasing state switching device configured to be able to switch the speed ratio of the speed increasing mechanism, it is necessary to increase the engine rotational speed and input it to the differential mechanism. Only when the gear ratio of the speed increasing mechanism can be switched. The speed increasing state switching device switches the speed increasing mechanism between a speed increasing state in which the engine speed is increased and a non-speed increasing state in which the engine speed is not increased. When the continuously variable transmission portion is in a continuously variable transmission state or when the differential portion is in a differential state, the speed increasing mechanism is switched to a speed increasing state, and the continuously variable transmission portion is When in the continuously variable transmission state or when the differential portion is in the non-differential state, the speed increasing mechanism is switched to the non-accelerated state. Therefore, when at least the first motor needs to be operated, When the first motor needs to generate a reaction torque with respect to the engine torque, the engine torque input to the differential mechanism is reduced, so the first motor can be miniaturized. In addition, for example, when the first motor is not required to generate a reaction torque against the engine torque, the continuously variable transmission portion is in a non-continuously variable transmission state, or when the differential portion is in a non-differential state, the speed increasing mechanism is disabled. Since the speed increasing state can be achieved, a larger gear ratio can be obtained at the low speed side gear of the driving device compared to the speed increasing state of the speed increasing mechanism, or the input rotational speed to the automatic transmission unit can be further increased. The durability of the automatic transmission unit is improved by the low rotation speed.

  In the vehicle drive device including a differential unit configured to be switchable between the differential state and the non-differential state, an engine rotation speed is provided in a power transmission path between the engine and the differential mechanism. Since the engine output is input to the differential mechanism through the speed increasing mechanism by providing the speed increasing mechanism that speeds up the speed to the differential mechanism, the differential mechanism is not reduced. Since the engine torque input to the motor can be reduced, the reaction force against the maximum value of the engine torque that should be handled by the first motor for operating the differential section as an electrical differential device capable of operating the differential action, for example. The torque is reduced, in other words, the torque capacity of the first electric motor is reduced to correspond to the reaction torque with respect to the maximum value of the engine torque, and the first electric motor can be further reduced in size.Therefore, the drive device as a whole can be further downsized without reducing the engine output.

  The invention according to claim 4 further includes an automatic transmission provided in a power transmission path between the transmission member and the drive wheel. In this way, the overall transmission ratio of the drive device is formed based on the transmission ratio of the continuously variable transmission unit or differential unit and the transmission ratio of the automatic transmission unit, and the transmission ratio of the automatic transmission unit is used. As a result, a wide driving force can be obtained. This further increases the efficiency of the continuously variable transmission control in the continuously variable transmission, for example. Alternatively, when the second electric motor is connected to the transmission member and the automatic transmission unit is a reduction transmission whose settable gear ratio is greater than 1, the output torque of the second electric motor is the output shaft of the automatic transmission unit. However, since the output of low torque is sufficient, the second electric motor can be miniaturized.

  Here, it is preferable that the continuously variable transmission unit is a continuously variable that can be operated with an electrical continuously variable transmission by the differential state switching device being brought into a differential state in which a differential action is performed. A non-differential state that does not perform the differential action, for example, a locked state, is set to a non-stepless speed change state that does not operate an electric continuously variable transmission, for example, a stepped shift state. If it does in this way, a continuously variable transmission part is switched to a continuously variable transmission state and a continuously variable transmission state.

  Preferably, the differential section is brought into a differential state by the differential state switching device being brought into a differential state in which the differential mechanism operates, and does not perform the differential action. The non-differential state, for example, the non-differential state is achieved by setting the lock state. In this way, the differential unit is switched between the differential state and the non-differential state.

  Preferably, the differential 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 transmission member. The differential state switching device allows the first to third elements to rotate relative to each other in order to achieve the differential state, and the first element to the non-differential state, for example, a locked state. The third element is rotated together or the second element is brought into a non-rotating state. In this way, the differential mechanism is configured to be switched between a differential state and a non-differential state.

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

  Preferably, the differential mechanism is configured to be in a differential state in which the first to third rotating elements can be rotated relative to each other by releasing the clutch and the brake. Then, the transmission is a transmission having a gear ratio of 1 by the engagement of the clutch, or the speed increasing transmission having a transmission ratio of less than 1 by the engagement of the brake. In this way, the differential mechanism can be configured to be switched between the differential state and the non-differential state, and can also be configured as a transmission having a single gear or a plurality of gears.

  Preferably, the differential mechanism movement is a planetary gear device, the first element is a carrier of the planetary gear device, the second element is a sun gear of the planetary gear device, and the third element. Is the ring gear of the planetary gear unit. In this way, the axial dimension of the differential mechanism is reduced. Further, the differential mechanism can be easily constituted by one planetary gear device.

  Preferably, the planetary gear device is a single pinion type planetary gear device. In this way, the axial dimension of the differential mechanism is reduced. Further, the differential mechanism is simply constituted by one single pinion type planetary gear device.

  In the continuously variable transmission state of the continuously variable transmission unit, the continuously variable transmission unit and the automatic transmission unit constitute a continuously variable transmission. In the continuously variable transmission state of the continuously variable transmission unit, A stepped transmission can be configured with the automatic transmission unit.

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

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 that constitutes a part of a drive device of a hybrid vehicle to which a control device 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 rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A differential part 11 as a continuously variable transmission part directly connected to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and the differential part 11 and the drive wheel 38 An automatic transmission unit 20 that functions as a stepped transmission that is connected in series via a transmission member (transmission shaft) 18 through a power transmission path therebetween, and an output rotating member that is connected to the automatic transmission unit 20 As an output shaft 22 in series. The speed change mechanism 10 further includes a speed increasing portion 32 as a speed increasing mechanism connected in series via the crankshaft 9 of the engine 8 in the power transmission path between the engine 8 and the differential portion 11. I have.

  The speed change mechanism 10 is preferably used for, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the speed increasing portion 32 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling connected to the engine 8, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine and a pair of driving wheels 38 (see FIG. 5) are provided. The differential gear device (final reduction gear) 36 and a pair of axles that constitute a part of the power transmission path are sequentially transmitted to the pair of drive wheels 38.

  Thus, in the transmission mechanism 10 of the present embodiment, the engine 8 and the speed increasing portion 32 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection via the pulsation absorbing damper is included in this direct connection. Since the speed change mechanism 10 is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG. The same applies to each of the following embodiments.

The differential unit 11 is a mechanical mechanism that mechanically distributes the output from the engine 8 input to the input shaft 14 via the first electric motor M1 and the speed increasing unit 32, and outputs the output of the engine 8 to the first. A power distribution mechanism 16 serving as a differential mechanism that distributes the electric motor M1 and the transmission member 18 and a second electric motor M2 provided to rotate integrally with the transmission member 18 are provided. The second electric motor M2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel 38. First and second electric motors M1 and M2 of this embodiment is a so-called motor-generator having also the power generating function, the first electric motor M1 is generator for generating a reaction force corresponding to the engine torque T _E (power) Function The second electric motor M2 has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

  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 CA 1 is connected to the input shaft 14, the first sun gear S 1 is connected to the first electric motor M 1, and the first ring gear R 1 is connected to the transmission member 18. Further, the switching brake B0 is provided between the first sun gear S1 and the 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, i.e., switched to the released state, the power distribution mechanism 16 includes the first sun gear S1, the first carrier CA1, and the first ring gear, which are the three elements of the first planetary gear unit 24. Since each of R1 can rotate and can rotate relative to each other, the differential action can be activated, i.e., the differential action works. Therefore, the output of the engine 8 is transmitted to the first electric motor M1. In addition to being distributed to the member 18, a part of the output of the distributed engine 8 is charged with the electric energy generated from the first electric motor M <b> 1 and the second electric motor M <b> 2 is rotationally driven. The (power distribution mechanism 16) is made to function as an electrical differential device, for example, the differential unit 11 is set to a so-called continuously variable transmission state (electric CVT state), and input Rotation of the power transmitting member 18 regardless of the predetermined rotation of 14 is continuously changed. That is, when the power distribution mechanism 16 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, that is, switched to the engaged state, the power distribution mechanism 16 does not perform the differential action, that is, the non-differential state where the differential action is impossible. Is done. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally connected, the power distribution mechanism 16 is a third element of the first planetary gear unit 24. Since the one sun gear S1, the first carrier CA1, and the first ring gear R1 are rotated, that is, are integrally rotated, that is, in a connected state, that is, a non-differential state in which the differential action is not performed. Non-differential state. Further, since the rotation of the input shaft 14 and the rotation speed of the transmission member 18 coincide with each other, the differential unit 11 (power distribution mechanism 16) functions as a transmission in which the speed ratio γ0 is fixed to “1”. A non-stepless speed change state, for example, a constant speed change state, that is, a stepped speed change state is set.

  Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 16 is in a connected state in which the first sun gear S1 is brought into the non-rotating state, that is, locked. Since the state is set to the non-differential state in which the differential action is not performed, the differential unit 11 is also set to the non-differential state. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential unit 11 (power distribution mechanism 16) has a gear ratio γ0. A non-continuously variable transmission state that functions as a speed-up transmission fixed at a value smaller than “1”, for example, about 0.7, for example, a constant transmission state, that is, a stepped transmission state.

  Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 are configured so that the speed change state of the differential unit 11 (power distribution mechanism 16) is a differential state, that is, a non-locked state (non-connected state) and a non-differential state. That is, in a locked state (connected state), that is, a differential state in which the differential unit 11 (power distribution mechanism 16) can be operated as an electrical differential device, for example, an electric continuously variable transmission in which a gear ratio can be continuously changed. A continuously variable transmission state in which a continuously variable transmission is operable and a non-continuously variable state in which an electric continuously variable transmission is not operated, for example, an electric continuously variable transmission is not operated and a continuously variable transmission is not operated. A locked state in which the ratio change is locked constant, that is, an electric continuously variable transmission that operates as a single-stage or multiple-stage transmission of one or more speed ratios, that is, a constant speed that does not operate, that is, an electrical continuously variable speed cannot be operated. Condition (Non-differential state), the gear ratio in other words functions as a differential state switching device selectively switches to a constant shifting state to operate as a transmission having a single stage or multiple stages. The disconnected state may include a case where the switching clutch C0 or the switching brake B0 is in a half-engaged (slip) state, in addition to a state where the switching clutch C0 and the switching brake B0 are completely released.

  The automatic transmission unit 20 includes a single pinion type second planetary gear unit 26, a single pinion type third planetary gear unit 28, and a single pinion type fourth planetary gear unit 30, and serves as a stepped automatic transmission. Function. 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 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 includes a third sun gear S3 via 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 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 gear 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. 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, 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. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 have a power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38, with its power. It functions as an engagement device that selectively switches between a power transmission enabling state that enables power transmission on the transmission path and a power transmission cutoff state that interrupts power transmission on the power transmission path. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is in a state where power can be transmitted, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

  The speed increasing portion 32 mainly includes, for example, a single pinion speed increasing portion planetary gear unit 34 having a predetermined gear ratio ρ0 of about “0.300”, a constant speed clutch C00, and a speed increasing brake B00. Yes. The speed increasing portion planetary gear device 34 includes a speed increasing portion sun gear S0, a speed increasing portion planetary gear P0, a speed increasing portion carrier CA0 that supports the speed increasing portion planetary gear P0 so as to be capable of rotating and revolving, and a speed increasing portion planetary gear P0. The speed increasing portion ring gear R0 that meshes with the speed increasing portion sun gear S0 via the speed increasing portion is provided as a rotating element (element). When the number of teeth of the speed increasing portion sun gear S0 is ZS0 and the number of teeth of the speed increasing portion ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In the speed increasing portion 32, the speed increasing portion carrier CA0 is connected to the crankshaft 9, that is, the engine 8, and the speed increasing portion ring gear R0 is connected to the input shaft 14. Further, the speed increasing brake B00 is provided between the speed increasing portion sun gear S0 and the case 12, and the constant speed clutch C00 is provided between the speed increasing portion sun gear S0 and the speed increasing portion carrier CA0.

Then, when the constant speed clutch C00 is engaged and the speed increasing portion sun gear S0 and the speed increasing portion carrier CA0 are integrally connected, the speed increasing portion 32 is an increase of three elements of the speed increasing portion planetary gear unit 34. The speed part sun gear S0, the speed increasing part carrier CA0, and the speed increasing part ring gear R0 are all in a locked state in which they are rotated, that is, integrally rotated. Thus, since a state in which the rotational speed of the input shaft 14 and the engine rotational speed N _E matches, the speed increasing unit 32 gear ratio γZ is "1" to the constant velocity state for example, the engine rotation serving as a fixed transmission speed N _E is a non-accelerated condition to be gear ratio γZ not accelerated.

When the speed increasing brake B00 is engaged instead of the constant speed clutch C00 and the speed increasing portion sun gear S0 is connected to the case 12, the speed increasing portion 32 is locked so that the speed increasing portion sun gear S0 is brought into a non-rotating state. State. Accordingly, since the speed increasing portion ring gear R0 is rotated at a speed higher than that of the speed increasing portion carrier CA0, the speed increasing portion 32 functions as a speed increasing mechanism, and the speed increasing portion 32 has a gear ratio γZ of “1”. are accelerated condition to be gear ratio γZ a small value eg accelerating state for example, the engine rotational speed N _E functions as a speed-increasing transmission fixed to about 0.77 is accelerated. That is, the speed increasing unit 32, by the speed increasing brake B00 is engaged, and inputs the increased speed of the engine rotational speed N _E to the power distributing mechanism 16 the differential portion 11.

As described above, in this embodiment, the constant speed clutch C00 and the speed increasing brake B00 function as a speed increasing state switching device configured to be able to switch the speed ratio γZ of the speed increasing portion 32. Further, in a power transmission path from the engine 8 to the differential portion 11, by accelerating unit 32 to be input to the differential unit 11 with increased speed of the engine rotational speed N _E by engagement of the speed increasing brake B00 is provided since the engine output P _E defined by the product of the engine rotational speed N _E and engine torque T _E via its speed increasing unit 32 is input to the differential unit 11, without reducing the engine output P _E It may be reducing the engine torque T _E that is input to the differential unit 11.

By the way, in the continuously variable transmission state of the differential unit 11 in which the switching clutch C0 and the switching brake B0 are released, the differential unit 11 is caused to function as an electrical continuously variable transmission. It is generating a reaction force torque corresponding to the engine torque T _E that is distributed to the first electric motor M1.

Therefore, in this embodiment, when the differential unit 11 is in the continuously variable transmission state, the speed increasing unit 32 is switched to the speed increasing state. Thus, at least in the continuously-variable shifting state of the first differential unit 11 electric motor M1 is operated, the speed increasing unit 32 is a non-accelerating state (constant speed state) the engine torque T _E is as is the differential portion 11 as compared with the case where the input, the engine torque T _E which is input to the differential unit 11 is small. Therefore, it is a small reaction force torque with respect to the maximum value of the engine torque T _E to the first electric motor M1 is responsible for operating the differential portion 11 as the electrically controlled continuously variable transmission, in other words, the engine torque T _E The torque capacity of the first electric motor M1 for corresponding to the reaction force torque with respect to the maximum value is reduced, and the first electric motor M1 can be downsized.

  The constant speed clutch C00, the switching clutch C0, the first clutch C1, the second clutch C2, the speed increasing brake B00, the switching brake B0, the first brake B1, the second brake B2, and the third brake B3 (hereinafter not particularly distinguished) In this case, the clutch C and the brake B are hydraulic friction engagement devices that are often used in conventional automatic transmissions for vehicles, and a plurality of friction plates stacked on each other are pressed by a hydraulic actuator. Select a member on both sides where wet multi-plate type or one or two bands wound around the outer peripheral surface of the rotating drum are composed of a band brake that is tightened by a hydraulic actuator. It is for connecting.

  In the speed change mechanism 10 configured as described above, particularly in the present embodiment, the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, and either the switching clutch C0 or the switching brake B0 is engaged. As a result, the differential unit 11 constitutes a continuously variable transmission state (constant transmission state) operable as a transmission having a constant gear ratio in addition to the above-described continuously variable transmission state operable as a continuously variable transmission. It is possible to do. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 11 and the automatic speed change portion 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

Specifically, when the differential unit 11 is set to a continuously variable transmission state and the transmission mechanism 10 functions as a stepped transmission, either the switching clutch C0 or the switching brake B0 is engaged, and The constant speed clutch C00, the first clutch C1, the second clutch C2, the speed increasing brake B00, the first brake B1, the second brake B2, and the third brake B3 are selectively engaged and operated, for example, at a speed change. The first gear (the first gear stage) is set so that the gear ratio is automatically switched by releasing the engaged hydraulic friction engagement device involved and the engagement of the engagement hydraulic friction engagement device participating in the shift. Any one of the first gear to the sixth gear (sixth gear), the reverse gear (reverse gear), or neutral is selectively established, and the transmission mechanism 10 changes in a substantially equal ratio. Overall gear ratio γT ( Crankshaft rotation speed N _{C /} output shaft speed N _OUT) which change as geometric each gear. The overall speed ratio γT of the speed change mechanism 10 is the speed change mechanism 10 as a whole formed based on the speed ratio γZ of the speed increasing portion 32, the speed ratio γ0 of the differential portion 11, and the speed ratio γ of the automatic speed change portion 20. The total gear ratio γT (= crankshaft rotation speed N _C / output shaft rotation speed N _OUT ).

  For example, when the speed change mechanism 10 functions as a stepped transmission, the constant speed clutch C00, the switching clutch C0, the first clutch C1, and the third brake B3, as shown in the engagement operation table of FIG. Engagement establishes the first speed gear stage in which the gear ratio γ1 is a maximum value, for example, about “3.357”, and the engagement of the constant speed clutch C00, the switching clutch C0, the first clutch C1, and the second brake B2. As a result, the second speed gear stage in which the gear ratio γ2 is smaller than the first speed gear stage, for example, about “2.180” is established, and the constant speed clutch C00, the switching clutch C0, the first clutch C1, and The engagement of the first brake B1 establishes the third speed gear stage in which the speed ratio γ3 is smaller than the second speed gear stage, for example, about “1.424”, and the constant speed clutch C00, the switching clutch C By engaging the first clutch C1 and the second clutch C2, the fourth speed gear stage in which the speed ratio γ4 is smaller than the third speed gear stage, for example, about “1.000” is established, and the constant speed Due to the engagement of the clutch C00, the first clutch C1, the second clutch C2, and the switching brake B0, the fifth speed gear stage in which the gear ratio γ5 is smaller than the fourth speed gear stage, for example, about “0.705” The gear ratio γ6 is smaller than the fifth gear, for example, about “0.542” by the engagement of the speed increasing brake B00, the first clutch C1, the second clutch C2, and the switching brake B0. The sixth gear is established. Further, due to the engagement of the speed increasing brake B00, the second clutch C2, and the third brake B3, the speed ratio γR is a value between the second speed gear stage and the third speed gear stage, for example, about “2.135”. A reverse gear is established. This reverse gear is normally established when the differential portion 11 is in a continuously variable transmission state. Further, when the neutral "N" state is set, for example, only the switching clutch C0 is engaged.

  When the differential unit 11 is in a continuously variable transmission state and the transmission mechanism 10 functions as a continuously variable transmission, the speed increasing brake B00 is engaged and the speed increasing unit 32 functions as a speed increasing mechanism, When the switching clutch C0 and the switching brake B0 are both released, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. The rotational speed inputted to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly with respect to at least one gear stage M of the unit 20, and the stepless gear ratio width at the gear stage M is changed. Is obtained. Therefore, the total speed ratio γT of the speed change mechanism 10 can be obtained steplessly.

  For example, when the speed change mechanism 10 functions as a continuously variable transmission, as shown in the engagement operation table of FIG. 2, the speed increasing brake B00 is engaged, and both the switching clutch C0 and the switching brake B0 are released. In this state, the first speed, second speed, third speed, and fourth speed of the automatic transmission section 20 (the engagement operation of the engaging device of the automatic transmission section 20 at the fifth speed and sixth speed is the fourth speed). The rotational speed input to the automatic transmission unit 20, that is, the rotational speed of the transmission member 18 is changed steplessly for each gear step, and each gear step has a stepless speed ratio width. . Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

FIG. 3 illustrates a speed increasing unit 32 that functions as a speed increasing mechanism, a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and a transmission unit (stepped transmission unit) or a second transmission unit. In the speed change mechanism 10 comprised with the automatic transmission part 20, 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 gear stage is shown. The collinear chart of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 34, 24, 26, 28, 30 and a vertical axis indicating the relative rotational speed. , shows the lower horizontal line X1 rotational speed zero out of three horizontal lines indicates the rotational speed N _E of the engine 8 upper horizontal line X2 is coupled to the rotational speed of "1.0" or the speed increasing unit 32 The horizontal line XZ indicates the output rotational speed of the speed increasing portion 32 connected to the input shaft 14, that is, the rotational speed of the speed increasing portion ring gear R0, and the horizontal line XG indicates the rotational speed of the transmission member 18.

  The three vertical lines YZ1, YZ2, YZ3 corresponding to the three elements of the speed increasing section 32 are speed increasing sections corresponding to the speed increasing section second rotating element (speed increasing section second element) REZ2 in order from the left side. The speed increasing portion corresponding to the sun gear S0, the speed increasing portion carrier CA0 corresponding to the speed increasing portion first rotating element (speed increasing portion first element) REZ1, and the speed increasing portion third rotating element (speed increasing portion third element) REZ3. The relative rotational speed of the ring gear R0 is shown, and the interval between them is determined according to the gear ratio ρ0 of the speed increasing portion planetary gear unit 34.

  In addition, three vertical lines Y1, Y2, and Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 are the first corresponding to the second rotation element (second element) RE2 from the left side. The relative rotation speed of the first ring gear R1 corresponding to the sun gear S1, the first rotation element (first element) RE1 corresponding to the first carrier CA1, and the third rotation element (third element) RE3 is shown. The interval is determined according to the gear ratio ρ1 of the first planetary gear device 24.

  Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the 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.

  In the relationship between the vertical axes of the collinear chart of FIG. 3, if the distance between the sun gear and the carrier is a distance corresponding to “1”, the distance between the carrier and the ring gear is the distance corresponding to the gear ratio ρ of the planetary gear unit. Is done. That is, in the speed increasing unit 32, the interval between the vertical lines YZ1 and YZ2 is set to an interval corresponding to “1”, and the interval between the vertical lines YZ2 and YZ3 is set to an interval corresponding to the gear ratio ρ0. In the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment includes the speed increasing portion 32 in the speed increasing portion 32, the speed increasing portion first rotating element REZ <b> 1 (speed increasing portion carrier). CA0) is coupled to the crankshaft 9 (engine 8) and is selectively coupled to the speed increasing portion second rotating element (speed increasing portion sun gear S0) REZ2 via the constant speed clutch C00, so that the speed increasing portion second rotation is performed. The element REZ2 is selectively connected to the case 12 via the speed increasing brake B00, and the speed increasing portion third rotating element (speed increasing portion ring gear R0) REZ3 is connected to the input shaft 14 to rotate the crankshaft 9 (engine The rotation speed N _E ) is transmitted (inputted) to the differential unit 11 via the input shaft 14.

In this state, when the speed increasing portion sun gear S0 and the speed increasing portion carrier CA0 are connected by engagement of the constant speed clutch C00, the speed increasing portion 32 has the constant speed at which the three rotation elements REZ1, REZ2, REZ3 rotate integrally. Since it is in the state (non-acceleration state), the oblique straight line LZ0 passing through the intersection of the vertical line YZ2 and the horizontal line X2 is made to coincide with the horizontal line X2, and the acceleration part indicated by the intersection of the straight line LZ0 and the vertical line YZ3 rotational speed or the rotational speed of the input shaft 14 of the ring gear R0 is input to the differential unit 11 at the same rotation to the engine speed N _E. Alternatively, when the rotation of the speed increasing portion sun gear S0 is stopped by the engagement of the speed increasing brake B00, the speed increasing portion 32 is brought into a speed increasing state that functions as a speed increasing mechanism, so that the straight line LZ0 is in the state shown in FIG. next, the rotational speed of the input shaft 14 is input to the differential unit 11 at a rotation speed higher than the engine speed N _E.

  Further, in the power distribution mechanism 16 (differential portion 11), the first rotating element RE1 (first carrier CA1) of the first planetary gear device 24 is coupled to the input shaft 14 and rotated second through the switching clutch C0. The element (first sun gear S1) RE2 is selectively connected, the second rotating element RE2 is connected to the first electric motor M1, and selectively connected to the case 12 via the switching brake B0, and the third rotating element ( The first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2, and is configured to transmit (input) the rotation of the input shaft 14 to the automatic 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 the switching clutch C0 and the switching brake B0 are disengaged, at least the second rotation element RE2 and the third rotation element RE3 are switched to a continuously variable transmission state (differential state) that allows the rotation at different speeds. When the rotation of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the rotational speed of the first electric motor M1, the intersection of the straight line L0 and the vertical line Y3 When the rotational speed of the first ring gear R1 constrained to the vehicle speed V shown is substantially constant, the rotational speed of the first carrier CA1 indicated by the intersection of the straight line L0 and the vertical line Y2, that is, the rotational speed of the input shaft 14 Is raised or lowered. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 rotates at least the second rotation element RE2 by integrally rotating the three rotation elements RE1, RE2, and RE3. Since the third rotation element RE3 is in a non-differential state that does not allow rotation at different speeds, the straight line L0 is made to coincide with the horizontal line X2, and the transmission member 18 is rotated with the same rotation as the input shaft 14. Alternatively, when the first sun gear S1 is connected to the case 12 by the engagement of the switching brake B0, the power distribution mechanism 16 stops the rotation of the second rotation element RE2 and at least the second rotation element RE2 and the third rotation element. Since the RE3 is in a non-differential state that does not allow rotation at different speeds, the straight line L0 is in the state shown in FIG. 3 and the differential unit 11 functions as a speed increasing mechanism. The straight line L0 and the vertical line The rotation speed of the first ring gear R1 indicated by the intersection with Y3, that is, the rotation speed of the transmission member 18, is input to the automatic transmission unit 20 with a rotation increased from the rotation speed of the input shaft 14.

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

In the automatic transmission unit 20, as shown in FIG. 3, when the first clutch C1 and the third brake B3 are engaged, the intersection of the vertical line Y8 indicating the rotational speed of the eighth rotation element RE8 and the horizontal line X2 And an oblique straight line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 and the horizontal line X1, and a vertical line Y7 indicating the rotational speed of the seventh rotational element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 of the first speed is shown at the intersection point. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. In the first speed through the fourth speed, as a result of the constant velocity clutch C00 and the switching clutch C0 is engaged, at the same rotational speed as the rotational speed of the input shaft 14, which is the same speed as the engine speed N _E The power from the differential unit 11, that is, the power distribution mechanism 16, is input to the eighth rotating element RE8. However, when the switching brake B0 is engaged instead of the switching clutch C0, the power from the differential section 11 is input at a higher rotational speed than the rotational speed of the input shaft 14, and therefore the first clutch C1, the first clutch Output of the fifth speed at the intersection of the horizontal straight line L5 determined by the engagement of the two clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22 The rotational speed of the shaft 22 is shown. Further, when the speed increasing brake B00 is engaged instead of the constant speed clutch C00, the rotational speed of the input shaft 14 is input at a rotational speed higher than the engine rotational speed, so that the first clutch C1, the second clutch At the intersection of the horizontal straight line L6 determined by engaging C2, the speed increasing brake B00, and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22, The rotational speed of the high-speed output shaft 22 is shown.

  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, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8, the first and second electric motors M1, M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control unit 40, etc. Each sensor and switch, as shown in FIG. 4, represents the signal indicative of engine coolant temperature TEMP _W, the signal representing the shift position P _SH, the engine rotational speed N _E is the rotational speed of the engine 8 Signal, signal indicating gear ratio set value, signal for instructing M mode (manual shift running mode), signal indicating operation of air conditioner, signal indicating vehicle speed V corresponding to rotation speed N _OUT of output shaft 22, automatic shift Accelerator opening degree Acc, which is an operation amount of an accelerator pedal corresponding to a driver output request amount, a signal indicating a hydraulic oil temperature of the unit 20, a signal indicating a side brake operation, a signal indicating a foot brake operation, a signal indicating a catalyst temperature , A signal representing the cam angle, a signal representing the snow mode setting, a signal representing the longitudinal acceleration G of the vehicle, a signal representing the auto cruise traveling, the weight of the vehicle ( In order to switch the differential unit 11 (power distribution mechanism 16) to the stepped speed change state (lock state) in order to make the speed change mechanism 10 function as a stepped transmission. A signal indicating whether or not the stepped switch is operated, and a continuously variable for switching the differential unit 11 (power distribution mechanism 16) to a continuously variable transmission state (differential state) in order to cause the transmission mechanism 10 to function as a continuously variable transmission. A signal indicating the presence / absence of a switch operation, a signal indicating the rotation speed N _M1 of the first motor _M1 (hereinafter referred to as the first motor rotation speed N _M1 ), a rotation speed N _M2 of the second motor _M2 (hereinafter referred to as the second motor rotation speed) N _M2 ), a signal indicating the charge capacity (charge state) SOC of the power storage device 60 (see FIG. 5), and the like are supplied.

Further, from the electronic control unit 40, a drive signal to the throttle actuator for operating the throttle valve opening θ _TH of the electronic throttle valve 94, and a fuel supply amount signal for controlling the fuel supply amount to the engine 8 by the fuel injection device 96. , An ignition signal for instructing the ignition timing of the engine 8 by the ignition device 98, a supercharging pressure adjustment signal for adjusting the supercharging pressure, an electric air conditioner drive signal for operating the electric air conditioner, and an operation of the motors M1 and M2 Command signal, shift position (operation position) display signal for operating the shift indicator, gear ratio display signal for displaying the gear ratio, snow mode display signal for displaying the snow mode, braking ABS operation signal and M mode are selected to operate the ABS actuator to prevent wheel slip. An electromagnetic valve included in a hydraulic control circuit 42 (see FIG. 5) for controlling the hydraulic actuator of the hydraulic friction engagement device of the differential unit 11 and the automatic transmission unit 20 A valve command signal for operating the motor, a drive command signal for operating the electric hydraulic pump that is the hydraulic source of the hydraulic control circuit 42, a signal for driving the electric heater, a signal to the cruise control computer, etc. Is output.

FIG. 5 is a functional block diagram for explaining a main part of the control function by the electronic control unit 40. In FIG. 5, the stepped shift control means 54 is, for example, a vehicle speed V and a required output of the automatic transmission unit 20 based on a shift diagram (relationship, shift map) indicated by a solid line and a dashed line in FIG. Based on the vehicle state indicated by the torque T _OUT , it is determined whether or not the speed change of the speed change mechanism 10 is to be executed, for example, the speed stage to be changed by the automatic transmission unit 20 is determined, and the determined speed stage is obtained. Thus, the automatic transmission control of the automatic transmission unit 20 is executed. At this time, the stepped shift control means 54 excludes the constant speed clutch C00 and the speed increasing brake B00, the switching clutch C0, and the switching brake B0 so that the shift speed is achieved in accordance with, for example, the engagement table shown in FIG. A command (shift output command, hydraulic command) for engaging and / or releasing the hydraulic friction engagement device involved in the shift is output to the hydraulic control circuit 42. In accordance with the command, the hydraulic control circuit 42 releases, for example, the release-side hydraulic friction engagement device involved in the shift, and engages the engagement-side hydraulic friction engagement device involved in the shift to automatically shift the gear. The electromagnetic valve in the hydraulic control circuit 42 is actuated so that the hydraulic actuator of the hydraulic friction engagement device involved in the gear shift is actuated so that the gear shift of the unit 20 is performed.

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

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 52, achieving both drivability and fuel efficiency when continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T _E of the engine rotational speed N _E and the engine 8 Thus, for example, a target output (total target) is set so that the engine 8 is operated along an optimum fuel consumption rate curve (fuel consumption map, relationship) of the engine 8 (not shown) that is experimentally obtained in advance and stored in the storage means 56, for example. output, required driving force) so that the engine torque T _E and the engine rotational speed N _E for generating an engine output required to satisfy a targeted value of the overall speed ratio γT of the transmission mechanism 10, the The gear ratio γ0 of the differential unit 11 is controlled in consideration of the gear position of the automatic transmission unit 20 so as to obtain the target value, and the total gear ratio γT is changed within the variable range that can be shifted. Control is performed within a range of, for example, 13 to 0.5.

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

The hybrid control means 52 controls the fuel injection amount and the injection timing by the fuel injection device 96 for the fuel injection control in addition to controlling the opening and closing of the electronic throttle valve 94 by the throttle actuator for the throttle control, and the ignition timing control. For this purpose, an engine output control means for controlling the output of the engine 8 so as to generate a necessary engine output by singly or in combination with a command for controlling the ignition timing by the ignition device 98 such as an igniter is functionally provided. Yes. For example, the hybrid controller 52 basically drives the throttle actuator based on the accelerator opening Acc from a previously stored relationship (not shown), and increases the throttle valve opening θ _TH as the accelerator opening Acc increases. The throttle control is executed as follows.

Further, the hybrid control means 52 can drive the motor by the electric CVT function (differential action) of the differential portion 11 regardless of whether the engine 8 is stopped or in an idle state. For example, the solid line A in FIG. 6 indicates that the driving force source for starting / running the vehicle (hereinafter referred to as running) is switched between the engine 8 and the electric motor, for example, the second electric motor M2, in other words, the engine 8 is used for running. An engine travel region for switching between so-called engine travel for starting / running (hereinafter referred to as travel) the vehicle as a driving force source and so-called motor travel for traveling the vehicle using the second electric motor M2 as a driving power source for travel; It is a boundary line with a motor travel area. The pre-stored relationship having a boundary line (solid line A) for switching between engine running and motor running shown in FIG. 6 is a two-dimensional parameter using vehicle speed V and output torque T _{OUT as} a driving force related value as parameters. It is an example of the driving force source switching diagram (driving force source map) comprised by the coordinate. The driving force source switching diagram is stored in advance in the storage unit 56 together with a shift diagram (shift map) indicated by, for example, the solid line and the alternate long and short dash line in FIG.

Then, the hybrid control means 52 determines whether the motor travel region or the engine travel region is based on the vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the driving force source switching diagram of FIG. Judgment is made and motor running or engine running is executed. As described above, the motor travel by the hybrid control means 52 is relatively low output torque T _OUT region, that is, low engine torque T, which is generally considered to be poor in engine efficiency as compared with the high torque region, as is apparent from FIG. It is executed in the _E range or a relatively low vehicle speed range of the vehicle speed V, that is, a low load range. Therefore, usually but motor starting is performed in preference to engine starting, for example, is the required output torque T _OUT ie the required engine torque T _E exceeds the motor drive region of the drive power source switching diagram of Fig. 6 when the vehicle starts Depending on the vehicle state in which the accelerator pedal is depressed as much as possible, the engine is normally started.

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

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. The so-called torque assist for assisting the power of the engine 8 is possible by driving the two electric motor M2 and applying torque to the drive wheels 38. Therefore, the engine travel of this embodiment includes engine travel + motor travel.

In addition, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential unit 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the charging capacity SOC of the power storage device 60 is reduced when the vehicle is stopped and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8, and the first motor M1 is generated. Even if the second motor rotation speed N _M2 uniquely determined by the vehicle speed V becomes zero (substantially zero) due to the vehicle stop state, the engine rotation speed N _{E is} caused by the differential action of the power distribution mechanism 16. Is maintained at a speed higher than the autonomous rotation speed.

Further, the hybrid control means 52 controls the first motor rotation speed N _M1 and / or the second motor rotation speed N _M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. The engine speed _NE can be maintained substantially constant or can be controlled to rotate at an arbitrary speed. In other words, the hybrid control means 52, rotating the first electric motor speed N _M1 and / or the second electric motor rotation speed N _M2 while controlling any rotational speed or to maintain the engine speed N _E substantially constant for any The rotation can be controlled to the speed. For example, the hybrid control means 52 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N _E during running of the vehicle, the second electric motor rotation speed N which depends on the vehicle speed V (driving wheels 38) The first motor rotation speed N _M1 is increased while maintaining _M2 substantially constant.

  The speed-increasing gear stage determining means 62 stores, for example, a storage means based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the transmission mechanism 10 is in the stepped speed change state. The gear position to be shifted of the transmission mechanism 10 according to the shift diagram shown in FIG. 6 stored in advance in 56 or the gear position to be shifted of the transmission mechanism 10 determined by the stepped shift control means 54 is determined. Then, it is determined whether the speed-up side gear stage is, for example, the fifth gear stage or the sixth gear stage.

The switching control means 50 switches between the continuously variable transmission state and the stepped transmission state by switching the engagement / release of the engagement device (switching clutch C0, switching brake B0) based on the vehicle state, that is, The differential state and the lock state are selectively switched. For example, the switching control means 50 is a vehicle state indicated by the vehicle speed V and the required output torque T _OUT from the switching diagram (switching map, relationship) indicated by the broken line and the two-dot chain line in FIG. On the basis of the shift mechanism 10 (the differential unit 11) to determine the shift state to be switched, that is, within the continuously variable control region where the shift mechanism 10 is in the continuously variable transmission state or the transmission mechanism 10 is stepped. It is determined whether the state is within the stepped control region to be set, and the speed change mechanism 10 is selectively switched between the continuously variable shift state and the stepped shift state.

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

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

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

  Further, the switching control means 50 switches engagement / release of the speed increasing state switching device (constant speed clutch C00, speed increasing brake B00) based on the vehicle state, so that the speed increasing state of the speed increasing portion 32 is not increased. Select the speed state selectively.

For example, when the switching control means 50 determines from the switching diagram of FIG. 6 that the speed change mechanism 10 is in the continuously variable control region where the transmission mechanism 10 is in the continuously variable transmission state based on the vehicle state, the engine output _PE is as accelerated portion 32 to the engine torque T _E is reduced to be inputted to the differential unit 11 may be the same is the accelerating state, a and speed increasing brake B00 to release the constant velocity clutch C00 A command to be engaged is output to the hydraulic control circuit 42.

On the other hand, when the switching control means 50 determines from the switching diagram of FIG. 6 that the speed change mechanism 10 is in the stepped control region in which the speed change mechanism 10 is in the stepped shift state based on the vehicle state, the engine torque _TE is In order to input to the differential unit 11 as it is, a command for releasing the speed increasing brake B00 and engaging the constant speed clutch C00 is hydraulically controlled so that the speed increasing part 32 is in a non-speed increasing state, for example, a constant speed state. Output to the circuit 42. However, even if it is determined that the switching control means 50 is within the stepped control region, if the sixth speed gear stage is determined by the speed-increasing side gear determination means 62, the sixth speed is determined. A command for releasing the constant speed clutch C00 and engaging the speed increasing brake B00 is output to the hydraulic control circuit 42 so that the speed increasing portion 32 is in a speed increasing state in order to obtain the gear stage.

6 will be described in detail. FIG. 6 is a shift diagram (relationship, shift map) stored in advance in the storage means 56 as a basis for shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the driving force. FIG. 5 is an example of a shift diagram composed of two-dimensional coordinates using a required output torque T _OUT as a parameter. The solid line in FIG. 6 is an upshift line, and the alternate long and short dash line is a downshift line.

6 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 6 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 6, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 6 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. In addition, you may memorize | store in the memory | storage means 56 previously as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be.

The shift diagram, the switching diagram, or the driving force source switching diagram is not a map but a judgment formula for comparing the actual vehicle speed V with the judgment vehicle speed V1, and comparing the output torque T _OUT with the judgment output torque T1. May be stored as a determination formula or the like. For example, in this case, the switching control means 50 determines whether or not the vehicle state, for example, the actual vehicle speed V has exceeded the determination vehicle speed V1, and when the determination vehicle speed V1 is exceeded, for example, the switching brake B0 is engaged to change the speed. The mechanism 10 is set to a stepped speed change state. Further, the switching control means 50 determines whether or not the vehicle state, for example, the output torque T _OUT of the automatic transmission unit 20 has exceeded the determination output torque T1, and when it exceeds the determination output torque T1, for example, engages the switching clutch C0. Thus, the speed change mechanism 10 is set to the stepped speed change state.

  In addition, when the control unit of an electric system such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission is malfunctioning or deteriorated, for example, the electric energy is generated from the generation of electric energy in the first electric motor M1. Failure of equipment related to the electrical path until it is converted into dynamic 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, etc. (fail) In the case of a vehicle state in which a malfunction or a decrease in function due to low temperatures occurs, the switching control means 50 preferentially steps the transmission mechanism 10 in order to ensure vehicle travel even in the continuously variable control region. A shift state may be set. For example, in this case, the switching control means 50 determines whether or not a failure or functional deterioration of an electric control device such as an electric motor for operating the differential unit 11 as an electric continuously variable transmission has occurred. When it is determined that a failure or a functional deterioration occurs, the transmission mechanism 10 is set to a stepped transmission state.

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

  Further, the determination vehicle speed V1 is set such that the transmission mechanism 10 is set to the stepped transmission state at the high speed so that the fuel consumption is prevented from deteriorating, for example, when the transmission mechanism 10 is set to the continuously variable transmission state at the high speed. Is set to Further, the determination torque T1 is obtained from the first electric motor M1 in order to reduce the size of the first electric motor M1 without causing the reaction torque of the first electric motor M1 to correspond to the high output range of the engine 8, for example, during high output traveling of the vehicle. It is set according to the characteristics of the first electric motor M1 that can be arranged with a smaller maximum output of electrical energy.

7, the engine output as a boundary for the area determining which of the step-variable control region and the continuously variable control region by switching control means 50 and the engine rotational speed N _E and engine torque T _E as a parameter For example, a switching diagram (switching map, relationship) stored in advance in the storage unit 56 is provided. Switching control means 50, based on the switching diagram of FIG. 7 with the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Figure 6, those of the engine speed N _E and engine torque T _E It may be determined whether the vehicle state represented by is in the stepless control region or in the stepped control region. FIG. 7 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 6 is also a switching line relocated on the two-dimensional coordinates using the vehicle speed V and the output torque T _OUT as parameters based on the relationship diagram (map) in FIG.

As shown in the relationship of FIG. 6, stepped control is performed in a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle speed region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Since it is set as a region, the stepped variable speed travel is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed travel is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8.

Similarly, as indicated by the relationship shown in FIG. 7, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or a high-speed drive region in which, or high output region where the engine output is higher than the predetermined calculated from engine torque T _E and the engine speed N _E, because it is set as a step-variable control region, relatively high torque of the step-variable shifting running the engine 8 This is executed at a relatively high rotational speed or at a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It is supposed to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 7 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

  As a result, for example, in low-medium speed traveling and low-medium power traveling of the vehicle, the speed change mechanism 10 is set to a continuously variable transmission state to ensure fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determination vehicle speed V1. In such high speed running, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path, so that the electric continuously variable transmission. As a result, the conversion loss between the power and the electric energy generated when the power is operated is suppressed, and the fuel efficiency is improved.

Further, in high-power running such that the driving force-related value such as the output torque T _OUT exceeds the determination torque T1, the transmission mechanism 10 is in a stepped transmission state in which it operates as a stepped transmission, and is exclusively a mechanical power transmission path. Thus, the region in which the output of the engine 8 is transmitted to the drive wheels 38 to operate as an electric continuously variable transmission is the low / medium speed travel and the low / medium power travel of the vehicle. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized.

That is, when the predetermined value TE1 is the first electric motor M1 is preset as switching threshold value of the engine torque T _E that can withstand the reaction torque, high power, such as the engine torque T _E exceeds the predetermined value TE1 in running, since the differential portion 11 is placed in the step-variable shifting state, the first electric motor M1 need to withstand the reaction torque with respect to the engine torque T _E, as when the differential portion 11 is placed in the continuously-variable shifting state Therefore, the durability of the first electric motor M1 is prevented from being increased while the durability of the first electric motor M1 is prevented from being increased. In other words, the first electric motor M1 in the present embodiment, by the maximum output is smaller than the reaction torque capacity corresponding to the maximum value of the engine torque T _E, i.e. its maximum output by not correspond to the reaction torque capacity for the engine torque T _E that exceeds the predetermined value TE1, downsizing is realized.

The maximum output of the first electric motor M1 is a rated value of the first electric motor M1 that is experimentally obtained and set so as to be allowed in the usage environment of the first electric motor M1. Moreover, switching threshold value of the engine torque T _E, the first electric motor M1 is a maximum value or a predetermined value lower than that of the engine torque T _E that can withstand the reaction torque, the first electric motor M1 This is a value obtained experimentally in advance so as to suppress a decrease in durability.

As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E with the stepped up-shift of the automatic shifting control, as shown in FIG. 8 can enjoy.

  FIG. 9 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a switching control operation of the speed change mechanism 10 and a switching control operation of the speed increasing unit 32. For example, about several msec to several tens msec. It is repeatedly executed with an extremely short cycle time.

  First, in step (hereinafter, step is omitted) S1 corresponding to the switching control means 50, it is determined whether or not the actual vehicle speed V has become a higher vehicle speed than a predetermined determination vehicle speed V1.

In S2, likewise corresponding to the switching control means 50 when the determination in S1 is negative, the actual engine torque T _E is whether a preset predetermined value TE1 more high torque region, or driving torque, or It is determined whether or not the output torque T _OUT of the automatic transmission 20 has become a high torque (high driving force) equal to or higher than a predetermined determination torque T1.

  If the determination in S2 is negative, in S3 corresponding to the switching control means 50, the electric path (electric energy transmission) from the generation of electric energy in the first electric motor M1 to the conversion of the electric energy into mechanical energy is performed. It is determined whether a device failure or functional degradation related to (route) has occurred.

If the determination in S3 is negative, in S4 corresponding to the switching control means 50, the hybrid control means 52, and the stepped shift control means 54, the differential unit 11 is set to a continuously variable transmission state, thereby allowing a continuously variable transmission. Thus, a command for releasing 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 gear change at the time of the continuously variable transmission set in advance is permitted to the stepped shift control means 54. For example, a target value of the total speed ratio γT of the transmission mechanism 10 that generates the engine output necessary for satisfying the target output is determined by the hybrid control means 52, and the shift of the automatic transmission unit 20 is performed so that the target value is obtained. The gear ratio γ0 of the differential unit 11 as an electrical continuously variable transmission is controlled in consideration of the speed. Further, for example, the automatic transmission unit 20 is automatically shifted by the stepped shift control means 54 in accordance with a shift diagram as shown in FIG. At the same time, as the speed increasing unit 32 to the engine torque T _E by the engine output P _E is input to the differential unit 11 may be the same is small are accelerated state, a constant speed clutch C00 Is released to the hydraulic pressure control circuit 42.

As described above, the differential unit 11 switched to the continuously variable transmission function functions as a continuously variable transmission, and the automatic transmission unit 20 in series functions as a stepped transmission so that an appropriate amount of driving force can be obtained. At the same time, the rotational speed input to the automatic transmission section 20 for each of the first speed, second speed, third speed, and fourth speed of the automatic transmission section 20, that is, the rotational speed of the transmission member 18 is obtained. Is changed steplessly, and a stepless gear ratio range is obtained for each shift step. Therefore, the gear ratio between the respective gear speeds is continuously variable and the gear mechanism 10 as a whole is in a continuously variable speed state, and the total gear ratio γT can be obtained continuously. Further, since the speed increasing unit 32 is an accelerating state, the torque capacity of the first electric motor M1 in order to correspond to the reaction force torque with respect to the maximum value of the engine torque T _E is small, miniaturization of the first electric motor M1 Is possible.

  If at least one of the determinations of S1, S2, and S3 is affirmed, it is determined in S5 corresponding to the stepped shift control means 54 which shift stage the shift mechanism 10 is set to, for example, in FIG. It is determined based on the vehicle state from the shift diagram shown. Next, in S6 corresponding to the speed-increasing gear stage determining means 68, the speed stage to be shifted of the transmission mechanism 10 determined in S5 is the speed-increasing side gear stage, that is, the fifth speed gear stage or the sixth speed stage. It is determined whether or not the gear stage.

If the determination in S6 is affirmative, in S8 corresponding to the switching control means 50 and the stepped speed change control means 54, the differential section 11 has a fixed speed ratio γ0, for example, a sub speed change with a speed ratio γ0 of about 0.7. A command for releasing the switching clutch C0 and engaging the switching brake B0 is output to the hydraulic pressure control circuit 42 so as to function as a machine. At the same time, a signal for disabling or prohibiting the hybrid control or continuously variable transmission control is output to the hybrid control means 52 and the stepped transmission control means 54 is shifted according to the speed determined in S5. A signal for shifting the automatic transmission unit 20 to the fourth gear is output so that the mechanism 10 as a whole is set to the fifth gear or the sixth gear. At the same time, when the fifth gear is determined at S6, as the speed increasing unit 32 is a constant speed state for the engine torque T _E is directly input to the differential unit 11, A command for releasing the speed increasing brake B00 and engaging the constant speed clutch C00 is output to the hydraulic control circuit 42. Alternatively, if the sixth speed is determined in S6, the constant speed clutch C00 is released so that the speed increasing unit 32 is in an increased state in order to obtain the sixth speed. In addition, a command for engaging the acceleration brake B00 is output to the hydraulic control circuit 42.

If the determination in S6 is negative, in S7 corresponding to the switching control means 50 and the stepped speed change control means 54, the differential section 11 is a sub-transmission having a fixed speed ratio γ0, for example, the speed ratio γ0 is 1. A command for engaging the switching clutch C0 and releasing the switching brake B0 is output to the hydraulic pressure control circuit 42 so as to function. At the same time, a signal for disabling or prohibiting the hybrid control or continuously variable transmission control is output to the hybrid control means 52, and the first speed is supplied to the stepped transmission control means 54 according to the speed determined in S5. A signal permitting automatic shifting of the automatic transmission unit 20 in the range from the gear stage to the fourth speed gear stage is output. At the same time, the speed increasing brake B00 is released and the constant speed clutch C00 is engaged so that the speed increasing section 32 is in a constant speed state because the engine torque _TE is directly input to the differential section 11. A command is output to the hydraulic control circuit 42.

  Thus, in S7 and S8, the differential unit 11 is switched to the stepped transmission state, the differential unit 11 is caused to function as a sub-transmission, and the serial automatic transmission unit 20 functions as a stepped transmission. Thus, the entire transmission mechanism 10 is caused to function as a so-called stepped automatic transmission.

As described above, according to this embodiment, the input to the power transmission path between the engine 8 and the differential portion 11, the differential portion 11 and accelerated the engine rotational speed N _E to the (power distributing mechanism 16) by the speed increasing unit 32 as a speed increasing mechanism provided for, since the engine output P _E is input to the differential unit 11 via the speed increasing unit 32, a differential without reducing the engine output P _E since parts 11 can be reduced the engine torque T _E to be input to the differential portion 11 operably are differential operation of for example electrically controlled continuously variable transmission (differential gear) the first electric motor for operating as a M1 is the reaction torque is small with respect to the maximum value of the engine torque T _E to responsible, in other words, the torque capacity of the first electric motor M1 in order to correspond to the reaction force torque with respect to the maximum value of the engine torque T _E is reduced And more Size of the first electric motor M1 is made possible. Therefore, it is possible to further downsize the transmission mechanism 10 as a whole without lowering the engine output P _E.

  In addition, according to the present embodiment, since the automatic transmission unit 20 is provided in the power transmission path between the transmission member 18 and the drive wheel 38, a wide driving force can be obtained by using the gear ratio γ of the automatic transmission unit 20. It will be obtained. This further increases the efficiency of the continuously variable transmission control in the differential portion 11, for example. Alternatively, since the automatic transmission unit 20 is a reduction transmission in which the independently set speed ratio γ is 1 or more, the output torque of the second electric motor M2 is low with respect to the output shaft 22 of the automatic transmission unit 20. Therefore, the second motor M2 can be downsized.

Further, according to this embodiment, the speed increasing unit 32, so includes a constant velocity clutch C00 and the speed increasing brake B00 as speed increasing state switching device configured to be switched to its gear ratio GanmaZ, the engine rotational speed N _E The speed ratio γZ can be switched only when it is necessary to increase the speed and input it to the differential section 11.

Further, according to this embodiment, the speed increasing state switching device includes a speed increasing state as a speed ratio γZ the speed increasing unit 32 is an engine rotational speed N _E is accelerated by the engagement of the speed increasing brake B00, It is one that switches to a non-accelerating state as a speed ratio γZ the engine rotational speed N _E is not accelerated by the engagement of the constant velocity clutch C00, when the differential portion 11 is continuously variable shifting state (differential state) The speed increasing unit 32 is switched to the speed increasing state. Thus, when it is necessary to operate at least the first electric motor M1 and the differential portion 11 to be caused to function as a continuously variable transmission, that is necessary to the first electric motor M1 to generate the reaction torque against the engine torque T _E when there is, since the engine torque T _E that is input to the differential unit 11 is lowered, allowing downsizing of the first electric motor M1. Further, for example, when the first electric motor M1 is non-continuously-variable shifting state of the differential portion 11 is not necessary to generate a reaction torque against the engine torque T _E of the (non-differential state), the speed increasing unit 32 Hizosoku Therefore, a larger gear ratio γT can be obtained at the low-speed gear stage of the speed change mechanism 10 compared to the speed increasing state of the speed increasing portion 32, or the input rotational speed to the automatic speed changing portion 20 can be obtained. N _IN is set to a lower rotational speed, and the durability of the automatic transmission unit 20 is improved.

  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 skeleton diagram for explaining the configuration of the speed change mechanism 70 according to another embodiment of the present invention. FIG. 11 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. 12 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

  The speed change mechanism 70 is a speed increasing mechanism that is connected in series via the crankshaft 9 of the engine 8 in the power transmission path between the differential portion 11, the automatic speed change portion 20, and the engine 8 and the differential portion 11. The speed increasing portion 72 is provided, and is provided between the engine 8 and the pair of drive wheels 38 in the same manner as in the above-described embodiment, and the output from the engine 8 constitutes a part of the power transmission path. The power is transmitted to the pair of drive wheels 38 through the moving gear device 36 and the pair of axles in order. The speed change mechanism 70 is different from the speed change mechanism 10 of the above-described embodiment only in that the speed increasing portion 72 is not provided with a constant speed clutch C00 and a speed increasing brake B00 as speed increasing state switching devices. The other configurations are the same. Hereinafter, the difference will be mainly described.

  The speed increasing portion 72 mainly includes a single pinion type speed increasing portion planetary gear device 74 having a predetermined gear ratio ρ0 of about “0.418”, for example. The speed increasing portion planetary gear device 74 includes a speed increasing portion sun gear S0, a speed increasing portion planetary gear P0, a speed increasing portion carrier CA0 that supports the speed increasing portion planetary gear P0 so as to be capable of rotating and revolving, and a speed increasing portion planetary gear P0. The speed increasing portion ring gear R0 that meshes with the speed increasing portion sun gear S0 via the speed increasing portion is provided as a rotating element (element). When the number of teeth of the speed increasing portion sun gear S0 is ZS0 and the number of teeth of the speed increasing portion ring gear R0 is ZR0, the gear ratio ρ0 is ZS0 / ZR0.

  In the speed increasing portion 72, the speed increasing portion carrier CA0 is connected to the crankshaft 9, that is, the engine 8, the speed increasing portion sun gear S0 is connected to the case 12, and the speed increasing portion ring gear R0 is connected to the input shaft 14. .

Thus, the speed increasing portion 72 is locked so that the speed increasing portion sun gear S0 is not rotated, and the speed increasing portion ring gear R0 is rotated at a speed higher than that of the speed increasing portion carrier CA0. 72 speed increasing state the transmission ratio γZ is the gear ratio γZ of smaller than "1" value, for example, accelerating state for example, the engine rotational speed N _E functions as a speed-increasing transmission that is fixed to about 0.7 are accelerated It is said. That is, the speed increasing unit 72 functions as a speed increasing mechanism and inputs the increased speed of the engine rotational speed N _E to the power distributing mechanism 16 the differential portion 11.

Thus, in this embodiment, the power transmission path from the engine 8 to the differential portion 11, by accelerating unit 72 to be input to the differential unit 11 with increased speed of the engine rotational speed N _E are provided, Since the engine output P _E is input to the differential unit 11 via the speed increasing unit 72, the engine torque T _E input to the differential unit 11 can be reduced without reducing the engine output P _E. .

Further, constant velocity clutch C00 and the speed increasing brake B00 Unlike the speed increasing unit 32 is not provided in this speed increasing unit 72, as described above, at all times, the engine speed N _E is accelerated differential Input to the unit 11. Therefore, not only when the differential unit 11 is in the continuously variable transmission state and the transmission mechanism 70 functions as a continuously variable transmission, but the transmission mechanism 70 functions as a stepped transmission in the non-continuously variable transmission state. to even if, since the rotational speed of the input shaft 14 is always the engine rotational speed N _E becomes accelerated by rotational speed, as indicated in the table of FIG. 11, each shift of the transmission mechanism 70 The overall speed ratio γT at the respective speeds is made smaller than the overall speed ratio γT at each speed stage shown in FIG.

  Specifically, in FIG. 11, the first to fifth speed gear stages, the reverse gear stage, and the neutral “N” shift stages are the first to fifth gear stages in FIG. 2. This corresponds to the reverse gear stage and neutral “N”, and differs from the embodiment shown in FIG. 2 in that the clutch C and the brake B other than the constant speed clutch C00 and the speed increasing brake B00 are engaged. It is formed. Note that the fifth speed gear stage and the sixth speed gear stage in FIG. 2 are formed by the same engagement operation except for the constant speed clutch C00 and the speed increasing brake B00. Therefore, the sixth speed gear stage in FIG. It is not formed in FIG. 11 (or corresponds to the fifth gear in FIG. 11).

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in the engagement operation table of FIG. 11, the shift clutch C0, the first clutch C1, and the third brake B3 are engaged to change the speed. The first speed gear stage in which the ratio γ1 is the maximum value, for example, about “2.366” is established, and the gear ratio γ2 is set to the first speed by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A second gear that is smaller than the gear, for example, about “1.536” is established, and the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 causes the speed ratio γ3 to be the second. The third speed gear stage, which is smaller than the speed gear stage, for example, about “1.003” is established, and the gear ratio γ4 is set to the first by the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. 3rd gear The fourth speed gear stage, which is a value smaller than the speed stage, for example, about “0.705” is established, and the gear ratio γ5 is set to the fourth speed speed by engagement of the first clutch C1, the second clutch C2, and the switching brake B0. A fifth gear that is smaller than the gear, for example, about “0.497”, is established. Further, by the engagement of the second clutch C2 and the third brake B3, 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 “2.263” is established. Be made. This reverse gear is normally established when the differential portion 11 is in a continuously variable transmission state. Further, when the neutral "N" state is set, for example, only the switching clutch C0 is engaged.

  When the speed change mechanism 70 functions as a continuously variable transmission, the speed increasing portion 72 always functions as a speed increasing mechanism, the switching clutch C0 and the switching brake B0 are both released, and the differential portion 11 is continuously variable. When the automatic transmission unit 20 that functions as a gear and is in series with the differential unit 11 functions as a stepped transmission, it is input to the automatic transmission unit 20 for at least one shift stage M of the automatic transmission unit 20. The rotational speed, that is, the rotational speed of the transmission member 18 is changed steplessly, and a stepless speed ratio width is obtained at the gear stage M. Therefore, the total speed ratio γT of the speed change mechanism 70 can be obtained steplessly.

  For example, when the speed change mechanism 70 functions as a continuously variable transmission, as shown in the engagement operation table of FIG. 2, the automatic transmission unit 20 is in a state where both the switching clutch C0 and the switching brake B0 are released. The automatic transmission unit 20 for each gear stage of the first speed, the second speed, the third speed, and the fourth speed (the engagement operation of the engagement device of the automatic transmission unit 20 at the fifth speed is the same as that of the fourth speed). The rotation speed input to the transmission member 18, i.e., the rotation speed of the transmission member 18, is changed steplessly, and each gear stage has a stepless speed ratio width. Therefore, the gear ratio between the respective gear stages is continuously variable continuously, and the total gear ratio γT of the transmission mechanism 70 as a whole is obtained continuously.

  FIG. 12 shows a speed increasing unit 72 that functions as a speed increasing mechanism, a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit, and a transmission unit (stepped transmission unit) or a second transmission unit. In the speed change mechanism 70 comprised from the automatic transmission part 20, 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 gear stage is shown. In the alignment chart of FIG. 12, the speed increasing portion 72 is not provided with the constant speed clutch C00 and the speed increasing brake B00, and the horizontal line XZ indicating the output rotation speed of the speed increasing portion 72 input to the differential portion 11 is The only difference from the alignment chart of FIG. 3 is that the engine rotation speed is always increased. The alignment charts of the other differential unit 11 and automatic transmission unit 20 are as follows. The same. Hereinafter, the difference will be mainly described.

Expressed using the collinear diagram of FIG. 12, in the speed increasing section 72, the speed increasing section first rotating element REZ1 (speed increasing section carrier CA0) of the speed increasing section planetary gear unit 74 is connected to the crankshaft 9 (engine 8). ), The speed increasing portion second rotating element (speed increasing portion sun gear S0) REZ2 is selectively connected to the case 12, and the speed increasing portion third rotating element (speed increasing portion ring gear R0) REZ3 is connected to the input shaft 14. The rotation (engine rotation speed N _E ) of the crankshaft 9 is coupled to be transmitted (inputted) to the differential section 11 via the input shaft 14. Thus, since the speed increasing unit 72 is a speed increasing state to function as a speed-increasing mechanism, linear LZ0 a state as shown in FIG. 12, the rotational speed of the input shaft 14 is always higher than the engine speed N _E The rotation is input to the differential unit 11.

  Also in the speed change mechanism 70 of the present embodiment, the speed increasing portion 72 that functions as a speed increasing mechanism, the differential portion 11 that functions as a continuously variable speed changing portion or a first speed changing portion, and a speed changing portion (stepped speed changing portion) or a first speed changing mechanism. Since the automatic transmission unit 20 functions as a two-transmission unit, the speed increase unit 32 includes the constant speed clutch C00 and the speed increase brake B00 as the speed increase state switching device. Except for this, the same effects as in the previous embodiment can be obtained.

  For example, according to the present embodiment, in the low / medium speed travel and the low / medium power travel of the vehicle, the speed change mechanism 70 is set to a continuously variable transmission state to ensure the fuel consumption performance of the vehicle. In high-speed traveling exceeding V1, the transmission mechanism 70 is in a stepped transmission state in which it operates as a stepped transmission, and the output of the engine 8 is transmitted to the drive wheels 38 exclusively through a mechanical power transmission path. Conversion loss between power and electric energy generated when operating as a step transmission is suppressed, and fuel efficiency is improved.

Further, in high-power running in which the output torque T _OUT exceeds the judgment torque T1, the transmission mechanism 70 is in a stepped speed change state that operates as a stepped transmission, and the output of the engine 8 is driven exclusively through a mechanical power transmission path. The region that is transmitted to the wheel 38 and operates as an electric continuously variable transmission is low-medium speed travel and low-medium power travel of the vehicle. In other words, the first motor M1 should generate electric energy, that is, the first motor. The maximum value of the electric energy transmitted by M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized.

Further, according to this embodiment, the power transmission path between the engine 8 and the differential portion 11, accelerated to enter into the differential unit 11 with increased speed of the engine rotational speed N _E (power distributing mechanism 16) by accelerating section 72 of the mechanism is provided, because the engine output P _E is input to the differential unit 11 via the speed increasing unit 72, the differential portion 11 without lowering the engine output P _E since may be to reduce the engine torque T _E that is input, the first electric motor M1 for actuating the differential portion 11 operably are differential operation of for example electrically controlled continuously variable transmission (differential) takes charge should be reaction torque is small with respect to the maximum value of the engine torque T _E, in other words, the torque capacity of the first electric motor M1 in order to correspond to the reaction force torque with respect to the maximum value of the engine torque T _E is small, even the 1 electric M1 miniaturization becomes possible. Therefore, it is possible to further downsize the whole transmission mechanism 70 without lowering the engine output P _E.

  In addition, according to the present embodiment, since the automatic transmission unit 20 is provided in the power transmission path between the transmission member 18 and the drive wheel 38, a wide driving force can be obtained by using the gear ratio γ of the automatic transmission unit 20. It will be obtained. This further increases the efficiency of the continuously variable transmission control in the differential portion 11, for example. Alternatively, since the automatic transmission unit 20 is a reduction transmission in which the independently set speed ratio γ is 1 or more, the output torque of the second electric motor M2 is low with respect to the output shaft 22 of the automatic transmission unit 20. Therefore, the second motor M2 can be downsized.

  FIG. 13 is a manual operation to select the differential state (non-locked state) and non-differential state (locked state) of the power distribution mechanism 16, that is, switching between the continuously variable transmission state and the stepped transmission state of the transmission mechanisms 10 and 70. This is an example of a seesaw type switch 44 (hereinafter, referred to as a switch 44) as a shift state manual selection device for carrying out, and is provided in the vehicle so that it can be manually operated by a user. This switch 44 allows the user to select vehicle travel in a speed change state desired by the user. The switch 44 corresponding to continuously variable speed travel indicates a continuously variable speed travel command button or stepped speed variable. When the user presses a step-variable speed change command button, which is displayed as stepped corresponding to the travel, by the user, the stepless speed change traveling, that is, the continuously variable transmission capable of operating the transmission mechanisms 10 and 70 as an electric continuously variable transmission, respectively. It is possible to select whether to enter the stepped state, or stepped variable speed running, that is, the stepped state in which the speed change mechanisms 10 and 70 can be operated as a stepped transmission.

  In the above-described embodiment, for example, the automatic switching control operation of the shift state of the transmission mechanisms 10 and 70 based on the change in the vehicle state has been described from the relationship diagram of FIG. 6, but instead of or in addition to the automatic switching control operation, for example, the switch When 44 is manually operated, the shifting state of the transmission mechanisms 10 and 70 is manually switched. That is, the switching control means 50 preferentially switches the transmission mechanisms 10 and 70 between the continuously variable transmission state and the continuously variable transmission state according to the selection operation of the switch 44 to be in a continuously variable transmission state or a stepped transmission state. Switch. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the fuel efficiency improvement effect, the user selects the transmission mechanisms 10 and 70 by manual operation so as to be in the continuously variable transmission state. In addition, if the user desires to improve the feeling due to a rhythmic change in the engine rotational speed associated with the speed change of the stepped transmission, the user selects the speed change mechanisms 10 and 70 by manual operation so as to be in the stepped speed change state.

  Further, 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 it is not selected or when the desired shift state is automatic switching, an automatic switching control operation of the shift state of the transmission mechanisms 10 and 70 may be executed.

  For example, when the switch 44 is manually operated instead of the automatic switching control operation and the shift state of the transmission mechanisms 10 and 70 is manually switched, steps S1 to S1 of the flowchart shown in FIG. In S3, the power distribution mechanism 16 is in the differential state, that is, the differential unit 11 based on the fact that the switch 44 is manually operated to select the differential state of the power distribution mechanism 16, that is, the continuously variable transmission state of the transmission mechanisms 10 and 70. It is determined whether or not is in a continuously variable transmission state.

  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 speed change mechanisms 10 and 70 of the above-described embodiment have a stepless speed change state and a stepped speed which function as an electric continuously variable transmission by switching the power distribution mechanism 16 between a differential state and a non-differential state. Although the speed change mechanism 10 or 70 is configured to be switched to the stepped speed change function that functions as a transmission, the speed change mechanism, that is, the differential unit 11 that is not configured to be switchable to the stepped speed change state is the switching clutch C0 and the switching brake B0. This embodiment can be applied even to the differential section 11 having only a function as an electrical continuously variable transmission (electrical differential device).

In the above-described embodiment, the speed increasing section 32 is switched to the speed increasing state when the differential section 11 is in the continuously variable transmission state. However, the speed increasing state is not switched uniformly but only when necessary. It ’s fine. For example, even when the continuously-variable shifting state, when the engine torque T _E is small, for example, when the torque capacity of the first electric motor M1 is smaller than the corresponding possible engine torque T _E is accelerating unit 32 is a non-accelerated state It may be said. Alternatively, when the differential unit 11 is in the continuously variable transmission state, the speed increasing unit 32 is normally in the speed increasing state, and the input rotational speed N _IN to the automatic transmission unit 20 is higher by a predetermined value. The speed increasing unit 32 may be in a non-speed increasing state.

  Further, in the transmission mechanisms 10 and 70 of the above-described embodiment, a differential state in which the differential unit 11 (power distribution mechanism 16) can operate as an electrical continuously variable transmission and a non-differential state in which the differential unit 11 (power distribution mechanism 16) does not operate. By switching to the (locked state), it is possible to switch between a continuously variable transmission state and a stepped gear shifting state. Although it was performed by switching to the non-differential state, for example, even if the differential unit 11 remains in the differential state, by changing the gear ratio of the differential unit 11 stepwise instead of continuously. It can be made to function as a stepped transmission. In other words, the differential state / non-differential state of the differential unit 11 and the continuously variable transmission state / stepped transmission state of the transmission mechanisms 10 and 70 are not necessarily in a one-to-one relationship. 11 is not necessarily configured to be switchable between a continuously variable transmission state and a stepped transmission state, and the transmission mechanisms 10 and 70 (the differential unit 11 and the power distribution mechanism 16) are in a differential state and a non-differential state. The present invention can be applied if it is configured to be switchable.

  Further, in the transmission mechanism 10 (transmission mechanism 70) of the above-described embodiment, the first clutch C1 is engaged in all the forward shift speeds from the first speed gear stage to the sixth speed gear stage (fifth speed gear stage). Therefore, the first clutch C1 is not provided, and the eighth rotating element (third ring gear R3, fourth sun gear S4) RE8 may be directly connected to the transmission member 18 via the first clutch C1. In this case, the reverse gear stage is, for example, in a continuously variable transmission state of the differential unit 11 and only the brake B3 is engaged, and the rotational speed of the transmission member 18 is the rotation opposite to the forward gear stage, that is, a negative rotational speed. Is formed. Alternatively, in the reverse gear stage, for example, only the second clutch C2 is engaged in the continuously variable transmission state of the differential portion 11, and the rotation speed of the transmission member 18 is the rotation opposite to the forward shift stage, that is, a negative rotation speed. Is formed.

  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.

  In the above-described embodiment, the engine 8 is directly connected to the speed increasing portions 32 and 72. However, the engine 8 only needs to be operatively connected via a gear, a belt, or the like, and is disposed on a common shaft center. There is no need to

  In the above-described embodiment, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, it is not necessarily arranged as such, and for example, the first electric motor M1 is operatively connected to the first sun gear S1 and the second electric motor M2 is connected to the transmission member 18 through a gear, a belt, or the like. May be.

  In addition, although the power distribution mechanism 16 is provided with the switching clutch C0 and the switching brake B0, both the switching clutch C0 and the switching brake B0 are not necessarily 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.

  Further, in the transmission mechanisms 10 and 70 of the above-described embodiment, the switching clutch C0 is engaged when the neutral "N" is set, but it is not always necessary to be engaged.

  In the above-described embodiments, 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 powder (magnetic powder) clutch, electromagnetic clutch, and 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. However, the second electric motor M2 may be connected to the output shaft 22 or may be connected to a rotating member in the automatic transmission unit 20. .

  In the above-described embodiment, the automatic transmission unit 20 is inserted in the power transmission path between the differential member 11, that is, the transmission member 18 that is an output member of the power distribution mechanism 16 and the drive wheel 38. For example, a continuously variable transmission (CVT), which is a kind of automatic transmission, and a continuously meshing parallel two-shaft type well known as a manual transmission, the gear stage can be automatically switched by a select cylinder and a shift cylinder. Other types of power transmission devices (transmissions) such as a possible automatic transmission and a synchronous mesh type manual transmission in which the gear position is switched by manual operation may be 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. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the automatic transmission unit 20 performs gear shifting using the plurality of fixed gear ratios. May be executed. Alternatively, the present invention can be applied even if the automatic transmission unit 20 is not necessarily provided.

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

  Further, the power distribution mechanism 16 as the differential mechanism of the above-described embodiment is configured such that, for example, a pinion rotated by an engine and a pair of bevel gears meshing with the pinion are operatively connected to the first electric motor M1 and the second electric motor M2. A connected differential gear device may be used.

  In addition, 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 has three or more stages in the non-differential state (constant speed change state). It may function as a transmission.

  In addition, the switch 44 of the above-described embodiment is a seesaw type switch. For example, a push button type switch, two push button type switches that can be held only alternatively, a lever type switch, Any switch that can selectively switch between at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state), such as a slide switch. In addition, when the switch 44 is provided with a neutral position, a switch capable of selecting whether the selection state of the switch 44 is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch 44 instead of the neutral position. Further, instead of or in addition to the switch 44, at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state) are selected in response to the driver's voice regardless of manual operation. For example, a device that can be switched automatically or a device that can be switched by operating a foot 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 the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device 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. An example of a pre-stored shift diagram, which is based on the same two-dimensional coordinates using the vehicle speed and output torque as parameters, and which is a base for determining the shift of the automatic transmission unit, and a base for determining the shift state of the transmission mechanism An example of a previously stored switching diagram and an example of a driving force source switching diagram stored in advance having a boundary line between an engine traveling region and a motor traveling region for switching between engine traveling and motor traveling are shown. It is a figure, Comprising: It is also a figure which shows each relationship. FIG. 7 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 6. It is also a conceptual diagram. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. 6 is a flowchart for explaining a control operation of the electronic control unit of FIG. 5, that is, a switching control operation of a shift state of a transmission mechanism and a switching control operation of a speed increasing unit. FIG. 3 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. 11 is an operation chart for explaining a relationship between a speed change operation and a hydraulic friction engagement device used in the case where the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 10 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 a seesaw type switch as a switching device, and is an example of a shift state manual selection device operated by a user to select a shift state.

Explanation of symbols

8: Engine 10, 70: Transmission mechanism (drive device)
11: Differential part (continuously variable transmission part)
16: Power distribution mechanism (differential mechanism)
18: Transmission member 20: Automatic transmission unit 32, 72: Speed increasing unit (speed increasing mechanism)
38: Drive wheel M1: First motor M2: Second motor C0: Switching clutch (differential state switching device)
B0: Switching brake (Differential state switching device)
C00: Constant speed clutch (speed increasing state switching device)
B00: Speed increasing brake (speed increasing state switching device)

Claims (4)

It has a differential mechanism that distributes engine output to the first motor and the transmission member, and a second motor provided in the power transmission path from the transmission member to the drive wheels, and can operate as an electric continuously variable transmission. A vehicle drive device including a continuously variable transmission,
A speed increasing mechanism that is provided on a power transmission path between the engine and the differential mechanism, and that increases a rotational speed of the engine and inputs the speed to the differential mechanism ;
Provided in the speed increasing mechanism, and a speed increasing state switching device configured to enable switching the gear ratio of bulking speed mechanism, seen including,
The speed increasing state switching device switches the speed increasing mechanism between a speed increasing state where the engine speed is increased and a non-speed increasing state where the engine speed is not increased. Yes,
When the continuously variable transmission unit is in a continuously variable transmission state or when the differential unit is in a differential state, the speed increasing mechanism is switched to a speed increasing state, and the continuously variable transmission unit is in a continuously variable transmission state. In this case, or when the differential portion is in a non-differential state, the speed increasing mechanism is switched to a non-accelerated state . It has a differential mechanism that distributes engine output to the first motor and the transmission member, and a second motor provided in the power transmission path from the transmission member to the drive wheels, and can operate as an electric continuously variable transmission. A vehicle drive device including a continuously variable transmission,
The differential mechanism includes a continuously variable transmission state in which the continuously variable transmission unit can be operated with an electrical continuously variable transmission, and a continuously variable transmission state in which the continuously variable transmission unit is not operated with an electrical continuously variable transmission. A differential state switching device for switching automatically,
A speed increasing mechanism that is provided on a power transmission path between the engine and the differential mechanism, and that increases a rotational speed of the engine and inputs the speed to the differential mechanism ;
Provided in the speed increasing mechanism, and a speed increasing state switching device configured to enable switching the gear ratio of bulking speed mechanism, seen including,
The speed increasing state switching device switches the speed increasing mechanism between a speed increasing state where the engine speed is increased and a non-speed increasing state where the engine speed is not increased. Yes,
When the continuously variable transmission unit is in a continuously variable transmission state or when the differential unit is in a differential state, the speed increasing mechanism is switched to a speed increasing state, and the continuously variable transmission unit is in a continuously variable transmission state. In this case, or when the differential portion is in a non-differential state, the speed increasing mechanism is switched to a non-accelerated state . A vehicle drive device including a differential unit having a differential mechanism that distributes engine output to a first electric motor and a transmission member, and a second electric motor provided in a power transmission path from the transmission member to a drive wheel. And
A differential state switching device provided in the differential mechanism for selectively switching the differential unit between a differential state in which a differential action works and a non-differential state in which the differential action does not take place;
A speed increasing mechanism that is provided on a power transmission path between the engine and the differential mechanism, and that increases a rotational speed of the engine and inputs the speed to the differential mechanism ;
Provided in the speed increasing mechanism, and a speed increasing state switching device configured to enable switching the gear ratio of bulking speed mechanism, seen including,
The speed increasing state switching device switches the speed increasing mechanism between a speed increasing state where the engine speed is increased and a non-speed increasing state where the engine speed is not increased. Yes,
When the continuously variable transmission unit is in a continuously variable transmission state or when the differential unit is in a differential state, the speed increasing mechanism is switched to a speed increasing state, and the continuously variable transmission unit is in a continuously variable transmission state. In this case, or when the differential portion is in a non-differential state, the speed increasing mechanism is switched to a non-accelerated state . Claims 1 to any one of the vehicle drive device of the three automatic shifting portion in which further comprising a provided in a power transmission path between the transmitting member and the drive wheel.

Images