JP5018272B2 - Control device for vehicle power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission device for vehicle capable of improving gear change response during gear change in a control device of the power transmission device for vehicle equipped with a first oil pump, a second oil pump, and a gear change part for changing gear by generated hydraulic pressure. <P>SOLUTION: The control device is equipped with an oil pump control means 100 for controlling the operating state of a mechanical oil pump 44 by predicting a high load state of an electric oil pump 46. A high load state of the electric oil pump 46 can be avoided by supplying hydraulic pressure by the mechanical oil pump 44 before the electric oil pump 46 becomes a high load state. In such a way, the required hydraulic pressure can be supplied to an automatic gear change part 20 without insufficiency and gear change response during gear change can be improved. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

The present invention relates to a control device for a vehicle power transmission device, and more particularly, to a control device for a vehicle power transmission device that includes a mechanical oil pump, an electric oil pump, and a speed change unit that changes speed by generated hydraulic pressure. The present invention relates to a technique for improving the shift response at the time of shifting.

A mechanical oil pump, an electric oil pump, and a transmission unit that performs a shift by the generated hydraulic pressure, and when the mechanical oil pump is stopped, the electric oil pump supplies hydraulic pressure to the transmission unit. A control device for a vehicle power transmission device is known. For example, when the mechanical oil pump is constituted by a mechanical oil pump that is operated in conjunction with the internal combustion engine, when the vehicle is driven by an electric motor, the internal combustion engine is stopped and the mechanical oil pump is stopped. Even in such a state, since the hydraulic pressure supplied to the engaging element of the transmission unit is necessary, the hydraulic pressure is supplied to the transmission unit by operating the electric oil pump. For example, this is the vehicle described in Patent Document 1. In Patent Document 1, when it is determined that an electric oil pump that generates hydraulic pressure by power consumption does not satisfy a predetermined condition, specifically, the electric oil pump is inoperable or is inoperable in the near future, an internal combustion engine ( A technique for prohibiting the automatic stop of the engine) and continuing the operation of the mechanical oil pump is disclosed.

JP 2000-45807 A

  By the way, in Patent Document 1, for example, when the vehicle is driven by an electric motor, hydraulic pressure is supplied to the transmission unit by an electric oil pump, and it is assumed that the transmission unit continuously shifts at that time. It is conceivable that the above oil pressure is required and the electric oil pump is in a high load state (capacity shortage state). In such a case, there is a method of securing the hydraulic pressure by starting the mechanical oil pump and supplying the hydraulic pressure from the mechanical oil pump as well, but if a delay occurs in the start of the internal combustion engine, the shift responsiveness decreases. There was a possibility. Further, in Patent Document 1, there is no description regarding insufficient capacity of the electric oil pump due to factors other than the electric oil pump, such as the continuous transmission state of the automatic transmission unit 20, and in such a state, mechanical oil The pump did not operate and the electric oil pump could be in a high load state. In Patent Document 1, the mechanical oil pump and the electric oil pump are provided in parallel. However, for example, two electric oil pumps, regardless of the drive source of the oil pump, When a hydraulic pressure higher than expected is required during operation of the oil pump, if the timing for starting the other oil pump is delayed, there may be a problem similar to the problem of Patent Document 1.

The present invention has been made against the background of the above circumstances, and an object of the present invention is a vehicle including a mechanical oil pump, an electric oil pump, and a speed change portion that changes speed by generated hydraulic pressure. An object of the present invention is to provide a control device for a vehicle power transmission device that can improve the shift response at the time of shifting.

To achieve the above object, the gist of the invention according to claim 1 is that: (a) a mechanical oil pump that generates hydraulic pressure by fuel consumption; an electric oil pump that generates hydraulic pressure by power consumption ; (B) predicting a high load state of the electric oil pump and controlling an operating state of the mechanical oil pump. An oil pump control means, and when a state in which a shift instruction is continuously output within a predetermined time from a previous shift instruction by a manual shift operation for shifting the transmission section exceeds a predetermined continuous shift time, or the manual When the number of consecutive shift instructions within the predetermined time from the previous shift instruction by a shift operation exceeds a predetermined number of continuous shifts, the electric oi High load state of the pump, characterized in that it is predicted.

The gist of the invention according to claim 2 is that, in the control device for a vehicle power transmission device according to claim 1 , the predetermined value of the continuous operation time or the number of continuous operations of the manual shift operation is the value of the transmission unit. It is changed based on the oil temperature of the hydraulic oil.

According to a third aspect of the present invention, in the control device for a vehicle power transmission device according to the first aspect , the predetermined value of the continuous operation time or the number of continuous operations of the manual shift operation is determined by the transmission unit. It is characterized by being changed according to the type of shift.

According to a fourth aspect of the present invention, there is provided the control device for a vehicle power transmission device according to any one of the first to third aspects, wherein the transmission unit is in a high load state of the electric oil pump. Is not predicted, gear shifting is performed with the mechanical oil pump stopped.

According to the control device for a vehicle power transmission device of the invention according to claim 1, for providing the oil pump control means for predicting the high load state of the electric oil pump and controlling the operating state of the mechanical oil pump. , by controlling the mechanical oil pump by predicting a high load state of the electric oil pump, an electric oil by supplying the hydraulic pressure by the mechanical oil pump before electrical oil pump becomes a high load state A high-load state (capacity shortage state) of the pump can be avoided. In this way, since the electric oil pump is predicted to be in a high load state, the mechanical oil pump is started and the hydraulic pressure is supplied to the transmission unit, so that the hydraulic pressure necessary for the transmission unit is supplied without being insufficient. The shift response at the time can be improved. Further, since the high load state of the electric oil pump is predicted based on the continuous shift time and the number of continuous variables of the manual shift operation, the high load state of the electric oil pump can be predicted in advance.

According to the control device for a vehicle power transmission device of the invention according to claim 2 , the predetermined value of the continuous operation time or the number of continuous operations of the manual shift operation is based on the oil temperature of the hydraulic oil of the transmission unit. Therefore, the high load state of the electric oil pump can be predicted with higher accuracy by setting to a suitable value according to the oil temperature of the hydraulic oil, that is, the viscosity of the hydraulic oil.

According to the control device for a vehicle power transmission device of the invention of claim 3 , the predetermined value of the continuous operation time or the number of continuous operations of the manual shift operation is changed according to the type of shift of the transmission unit. Therefore, for example, the high load state of the electric oil pump can be predicted with higher accuracy according to the difference in hydraulic pressure and flow rate required depending on the gear stage.

According to the control device for a vehicle power transmission device of a fourth aspect of the present invention, when the high load state of the electric oil pump is not predicted, the transmission unit stops the mechanical oil pump. Therefore, it is possible to avoid operating the mechanical oil pump wastefully.

  Preferably, in the vehicle power transmission device, a differential state between the rotational speed of the input shaft and the rotational speed of the output shaft is controlled by controlling an operating state of the electric motor connected to the rotating element of the differential mechanism. An electric differential unit to be controlled and a transmission unit functioning as a stepped transmission unit are provided in the power transmission path. In this way, the electric differential unit and the transmission unit constitute a continuously variable transmission, and the drive torque can be changed smoothly. Note that the electric differential unit can be operated as a stepped transmission by changing the gear ratio stepwise, in addition to being operated as an electric continuously variable transmission by continuously changing the gear ratio.

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

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

  The differential unit 11, which can be referred to as an electrical differential unit in that the differential state is changed using the first electric motor M 1, includes the first electric motor M 1 and the engine 8 input to the input shaft 14. A power distribution mechanism 16 that mechanically distributes the output and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18, and to rotate integrally with the transmission member 18. And a second electric motor M2. 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. The first motor M1 and the second motor M2 are so-called motor generators that also have a power generation function. The first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 At least a motor (electric motor) function for outputting a driving force as a driving force source for traveling is provided.

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

In the power distribution mechanism 16, the differential carrier CA0 is connected to the input shaft 14, that is, the engine 8, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 18. ing. The switching brake B0 is provided between the differential sun gear S0 and the case 12, and the switching clutch C0 is provided between the differential sun gear S0 and the differential carrier CA0. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 includes a differential unit sun gear S0, a differential unit carrier CA0, and a differential unit ring gear R0, which are the three elements of the differential unit planetary gear unit 24, respectively. Since the differential action is enabled, that is, the differential action is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, Since a part of the output of the distributed engine 8 is stored with electric energy generated from the first electric motor M1, or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is electrically For example, the differential unit 11 is set in a so-called continuously variable transmission state (electric CVT state) so that the transmission member 18 continuously rotates regardless of the predetermined rotation of the engine 8. It is varied. That is, when the power distribution mechanism 16 is in a differential state, the differential unit 11 is also in a differential state, and the differential unit 11 has a gear ratio γ0 (the rotational speed N _IN of the input shaft 14 / the rotational speed of the transmission member 18). N ₁₈ ) is in a continuously variable transmission state that functions as an electric continuously variable transmission in which N ₁₈ ) is continuously changed from the minimum value γ0 min to the maximum value γ0 max. The rotational speed N ₁₈ of the power transmitting member 18 is detected by the resolver 19 provided in the vicinity of the second electric motor M2.

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

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

  The automatic transmission unit 20 corresponding to the transmission unit includes a single pinion type first planetary gear unit 26, a single pinion type second planetary gear unit 28, and a single pinion type third planetary gear unit 30. The first planetary gear unit 26 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear S1 via the first planetary gear P1. The first ring gear R1 meshing with the first gear R1 has a predetermined gear ratio ρ1 of about “0.562”, for example. The second planetary gear device 28 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 has a predetermined gear ratio ρ2 of about “0.425”, for example. The third planetary gear device 30 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of about “0.421”, for example. The number of teeth of the first sun gear S1 is ZS1, the number of teeth of the first ring gear R1 is ZR1, the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, If the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ1 is ZS1 / ZR1, the gear ratio ρ2 is ZS2 / ZR2, and the gear ratio ρ3 is ZS3 / ZR3.

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

  The switching clutch C0, first clutch C1, second clutch C2, switching brake B0, first brake B1, second brake B2, and third brake B3 are often used in conventional stepped automatic transmissions for vehicles. 1 or 2 bands wound around the outer peripheral surface of a rotating drum, or a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator One end of each is constituted by a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake.

In the speed change mechanism 10 configured as described above, for example, as shown in the engagement operation table of FIG. 2, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. When the second brake B2 and the third brake B3 are selectively engaged, any one of the first gear (first gear) to the fifth gear (fifth gear) or A reverse gear stage (reverse gear stage) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio is determined for each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and the differential unit 11 is configured as described above when either the switching clutch C0 or the switching brake B0 is engaged. In addition to the continuously variable transmission state that operates as a continuously variable transmission, it is possible to configure a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is constituted by the differential portion 11 and the automatic speed change portion 20 that are brought into a constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting state. Further, it can be said that the differential unit 11 is also a transmission that can be switched between a stepped transmission state and a continuously variable transmission state. The output shaft rotational speed N _OUT is detected by a rotational speed sensor 23 provided on the output shaft 22. The rotational speed sensor 23 can detect the rotational speed N _OUT of the output shaft 22 and can also detect the rotational direction of the output shaft 22, and detects the traveling direction when the vehicle is neutral.

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

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

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

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

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

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

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

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

  FIG. 4 shows a signal input to the electronic control device 40 which is a control device for controlling the speed change mechanism 10 constituting a part of the hybrid vehicle drive device according to the present invention, and the electronic control device 40 outputs the signal. The signal is illustrated. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2 and the shift control of the automatic transmission unit 20 is executed.

The electronic control device 40 includes a signal indicating the engine water temperature TEMP _W , a signal indicating the shift position P _SH , a signal indicating the rotational speed N _M1 of the first electric motor _M1, and a second electric motor from the sensors and switches shown in FIG. signal representative of the rotational speed N _M2 of the M2, a signal indicative of the engine rotation speed N _E is the rotational speed of the engine 8, a signal indicating the set value of gear ratio row, a signal commanding the M mode (manual shift running mode), the air conditioner An air conditioner signal indicating the operation, a signal indicating the vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 22, an oil temperature signal indicating the operating oil temperature of the automatic transmission 20, a signal indicating the side brake operation, and a signal indicating the foot brake operation , A catalyst temperature signal indicating the catalyst temperature, an accelerator opening signal indicating the operation amount Acc of the accelerator pedal corresponding to the driver's output request amount, a cam angle signal, a snow mode A snow mode setting signal indicating the vehicle's longitudinal acceleration, an acceleration signal indicating the vehicle's longitudinal acceleration, an auto cruise signal indicating the auto cruise traveling, a vehicle weight signal indicating the vehicle's weight, a wheel speed signal indicating the wheel speed of each wheel, and the engine 8 sky A signal indicating the fuel ratio A / F, a signal indicating the throttle valve opening _θTH, and the like are supplied.

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

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

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

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

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

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

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position, for example, in the longitudinal direction of the vehicle, and when the shift lever 48 is operated to the “M” position, Any of the “D” range to the “L” range is changed according to the operation of the shift lever 49. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 49 moves to the upshift position “+”. ”Or the downshift position“ − ”, the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the minimum gear ratio side) in the change range of the total gear ratio γT that allows automatic transmission control of the transmission mechanism 10. The speed range of the shift stage (gear stage) is limited so that there are a plurality of types of shift ranges having different total speed ratios γT, and the maximum speed side shift stage where the automatic transmission 20 can be shifted is different. The shift lever 49 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operation device 48 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 49, and electronically controls the shift position of the shift lever 49, the number of operations at the “M” position, and the like. Output to the device 40.

  When the “M” position is selected by operating the shift lever 49, the total speed ratio γT that can be changed in each speed range of the speed change mechanism 10 so as not to exceed the maximum speed side shift speed or speed ratio of the speed change range. The automatic shift control is performed within the range. For example, when the transmission mechanism 10 is switched to the stepped transmission state, the automatic transmission control is performed within the range of the total transmission ratio γT at which the transmission mechanism 10 can change in each transmission range, or the transmission mechanism 10 is in the continuously variable transmission state. Each of the speed change mechanisms 10 is automatically shifted within the range of shift speeds of the automatic speed changer 20 according to the stepless speed ratio width of the power distribution mechanism 16 and the respective shift ranges. Automatic transmission control is performed within the range of the total transmission ratio γT that can be changed in each transmission range of the transmission mechanism 10 obtained by the gear stage. This “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which manual shift control of the transmission mechanism 10 is executed.

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

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

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

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

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

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

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

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

  Further, even in the engine travel region, the hybrid control means 52 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 60 by the electric path described above. 2 Torque assist that assists the power of the engine 8 by driving the electric motor M2 is possible. Therefore, the engine travel of this embodiment includes engine travel + motor travel.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the 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. pulled rotational speed of the rotational speed of the second electric motor which is uniquely determined by the vehicle speed V N _M2 is the engine rotational speed N by the differential function of the power distribution mechanism 16 even if zero a (substantially zero) by the vehicle stop state _E is maintained above the rotational speed at which autonomous rotation is possible.

In addition, the hybrid control means 52 uses the electric CVT function of the differential unit 11 regardless of whether the vehicle is stopped or traveling, so that the rotational speed N _M1 of the first electric motor _M1 and / or the rotational speed N _M2 of the second electric motor _{M2 is used.} Is controlled to maintain the engine speed _NE at an arbitrary 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 is to maintain the rotational speed N _M2 of the second electric motor M2, bound with the vehicle speed V substantially constant while performing the pulling of the rotational speed N _M1 of the first electric motor.

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

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

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

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

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

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

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

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

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

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

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

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

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

Similarly, as indicated by the relationship shown in FIG. 8, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or 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. 8 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

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

  Further, as shown in FIG. 9, in the present embodiment, the hydraulic pressure is generated by the mechanical oil pump 44 and the motor 47 in conjunction with the engine 8, that is, by the driving torque of the engine 8, that is, by the power consumption. An electric oil pump 46 is also provided, and hydraulic oil stored in the oil pan 64 is pumped up by the mechanical oil pump 44 and the electric oil pump 46 and supplied to the hydraulic control circuit 42 of the automatic transmission unit 20. Is done. The pumped oil is adjusted to a line pressure via a regulator valve, and then supplied as an original pressure to a hydraulic friction engagement element such as the first clutch C1 in the automatic transmission 20. The mechanical oil pump 44 of this embodiment corresponds to the first oil pump of the present invention, and the electric oil pump 46 corresponds to the second oil pump of the present invention.

  For example, when the engine is running, the engine 8 is driven, so that the oil pumped up by the mechanical oil pump 44 that operates in conjunction with the engine 8 is supplied to the hydraulic control circuit 42. At this time, the electric oil pump 46 is normally stopped. Further, when the motor is running, the engine 8 is stopped and the mechanical oil pump 44 is not driven, so that the oil pumped up to the hydraulic control circuit 42 is supplied by driving the electric oil pump 46. At this time, the mechanical oil pump 44 is normally stopped.

  Here, when the automatic transmission unit 20 is continuously shifted during motor running, the hydraulic pressure and flow rate of the hydraulic control circuit 42 are greatly increased, and the electric oil pump 46 is in a high load state (capacity shortage state). There is a possibility. In such a case, it is necessary to start the engine 8 to ensure the hydraulic pressure. However, if a delay occurs in the starting of the engine 8, the required hydraulic pressure and flow rate cannot be supplied to the hydraulic control circuit 42, and the automatic transmission unit 20 There was a possibility that the shift response of the vehicle would be reduced. In the present embodiment, a high load state (capacity shortage state) of the electric oil pump 46 is predicted in advance, and the mechanical oil pump 44 is operated to improve the shift response of the automatic transmission unit 20. Hereinafter, the control operation will be described.

  Returning to FIG. 6, the oil pump control means 100 controls the operating state of the mechanical oil pump 44 by predicting a high load state of the electric oil pump 46 when the motor is running. Specifically, when a high load state of the electric oil pump 46 is predicted, the mechanical oil pump 44, that is, the engine 8 is operated. When the high load state of the electric oil pump 46 is not predicted, if the mechanical oil pump 44 is operating for some reason, the mechanical oil pump 44, that is, the engine 8 is stopped.

  The high load state of the electric oil pump 46 is determined based on the pump capacity determination means 102 and the continuous shift determination means 104. The high load state of the electric oil pump 46 is a state in which the load applied to the electric oil pump 46 exceeds the allowable load of the electric oil pump 46 in order to generate the required hydraulic pressure and flow rate. In other words, this corresponds to a state where the hydraulic pressure and flow rate exceeding the capacity that can be generated by the electric oil pump 46 are required (capacity shortage state).

  The pump capacity determination unit 102 determines whether or not the required hydraulic pressure and flow rate are those that can be generated by the electric oil pump 46. In other words, it is determined whether or not the load applied to the electric oil pump 46 to generate the required hydraulic pressure and flow rate is within the capacity range permitted by the electric oil pump 46. The required oil pressure and flow rate are determined based on the accelerator opening Acc, the vehicle speed V, the currently selected gear position, and the like related to the driver's required driving force. Then, it is determined whether or not the load applied to the electric oil pump 46 for generating the determined hydraulic pressure and flow rate is within the allowable load of the electric oil pump 46.

  For example, when the motor is running, a shift is performed with the accelerator pedal depressed, so that the torque transmitted to the automatic transmission unit 20 increases during a so-called power-on down shift. In order to prevent slippage due to insufficient hydraulic pressure, a relatively large hydraulic pressure and flow rate are required. In such a case, there is a possibility that the required hydraulic pressure and flow rate exceed the capacity that can be generated by the electric oil pump 46, and therefore the pump capacity determination means 102 is denied.

  The electric oil pump 46 has a continuously operable time set according to its output from the viewpoint of protection, and the continuous operable time becomes shorter as the output of the electric oil pump 46 increases. Further, when the required hydraulic pressure and flow rate are increased, the output of the electric oil pump 46 is also increased, so that the continuous operation time of the electric oil pump 46 is shortened. Accordingly, when the electric oil pump 46 is in a relatively high output state, when the continuous operation time of the electric oil pump 46 easily reaches the continuous operation possible time, and the continuous operation time becomes the continuous operation start time, The load on the oil pump 46 becomes very high. In such a case, the pump displacement determination means 102 is denied.

  If the charging capacity of the charging device that supplies power to the motor 47 for operating the electric oil pump 46 is insufficient, the pump capacity determining means 102 is denied.

  The continuous shift determination unit 104 predicts whether or not the automatic transmission unit 20 is in a state of being continuously shifted. The state of continuously shifting is determined based on a manual shift operation by the shift operation device 48. Here, when the shift lever 49 of the shift operating device 48 is positioned at the “M” position, a manual shift travel mode is established in which a shift can be made by a manual operation (manual shift operation) by the driver. As a result, a continuous shift by a manual shift operation by the driver is possible. Since the manual shift operation actually corresponds to the shift instruction of the automatic transmission unit 20, since the actual shift is executed with a delay, it is possible to predict a continuous shift before the actual shift.

In the present embodiment, when the manual shift operation by the driver is continuously repeated, the automatic transmission unit 20 is defined as being continuously shifted. Specifically, for example, a continuous shift instruction within 3 seconds from the previous shift instruction by the previous manual shift operation is defined as a continuous shift state, and when this continuous shift state exceeds a predetermined continuous shift time T _ST , It is determined that the automatic transmission unit 20 is continuously shifted. At this time, it is determined that the electric oil pump 46 is in a high load state, and the mechanical oil pump 44 is started by the oil pump control means 100, and a shift is executed in this state. Further, when the high load state of the electric oil pump 46 is not predicted, the shift is performed with the mechanical oil pump 44 stopped. At this time, the engine 8 is driven, but the output output from the engine 8 is controlled to an output enough to operate the mechanical oil pump 44.

  Alternatively, when the number of consecutive shift instructions within 3 seconds from the previous shift instruction exceeds a predetermined number of continuous shifts, it is determined that the automatic transmission unit 20 is in a state of being continuously shifted. At this time, the mechanical oil pump is started by the oil pump control means 100. Even if the manual shift operation is executed, the shift of the automatic transmission unit 20 is not necessarily executed. However, regardless of whether the actual shift is performed, the shift instruction by the manual shift operation is not changed. As an indicator of

Further, the predetermined continuous shift time T _ST and the predetermined continuous shift number, which are the determination threshold values of the continuous shift determining means 104, are set experimentally or theoretically, and the predetermined continuous shift time T _ST and the continuous shift number are set. Is set to a value that is predicted to require a hydraulic pressure and a flow rate that exceed the capacity of the electric oil pump 46. FIG. 10 is a diagram showing the relationship between the oil temperature of the hydraulic oil in the automatic transmission unit 20 and the threshold value of the continuous transmission time _TST . Here, the broken line indicates the continuous shift time T _MAX that can be covered by the electric oil pump 46, that is, the specification specification upper limit value of the electric oil pump 46, and the solid line indicates the judgment reference value (threshold value) of the present embodiment. The continuous shift time _TST is as follows. When the continuous shift time exceeds the threshold indicated by this solid line, the mechanical oil pump 44 is started by the oil pump control means 100. Further, as shown in FIG. 10, the continuous shift time T _ST (threshold value) indicated by a solid line is set shorter than the specification specification upper limit value of the electric oil pump 46. That is, since the time for starting the start-up, that is, to the engine 8 of the mechanical oil pump 44 is applied to start the mechanical oil pump 46 in a continuous shift time T _ST indicated by the solid line before it reaches the continuous shift time T _MAX indicated by a broken line . Note that the same tendency occurs even if the continuous shift time on the vertical axis in FIG. 10 is changed to the number of continuous shifts.

Further, the continuous shift time T _{ST serving as the} threshold is changed based on the oil temperature of the hydraulic oil in the automatic transmission unit 20. Specifically, the continuous shift time _TST is set longer as the hydraulic oil temperature increases. The oil temperature of the hydraulic oil is detected from an oil temperature sensor 80 provided in the hydraulic control device 42. Since the viscosity of the hydraulic oil decreases as the temperature increases, the burden on the electric oil pump 46 decreases as the temperature increases. As a result, the hydraulic pressure and the flow rate that can be generated by the electric oil pump 46 in the high temperature state are relatively increased, and therefore the continuous shift time _TST can be set longer as the oil temperature increases. Note that, as in this embodiment, not only the predetermined continuous shift time _TST is changed depending on the oil temperature of the hydraulic oil, but also, for example, it is changed according to the type of shift to be shifted and the hydraulic pressure required at the time of engagement. You can also. For example, since the required hydraulic pressure and flow rate vary depending on the gear stage to be shifted, the predetermined continuous shift time _TST and the number of continuous shifts suitable for the gear stage to be shifted, that is, the type of shift, are set. Can be set.

  The travel mode determination unit 106 determines whether the travel state of the vehicle is the motor travel mode. The travel mode is determined, for example, based on whether or not the vehicle state is within the motor travel region of the shift diagram shown in FIG. Here, when the traveling mode determination means is affirmed, that is, when it is determined that the vehicle is traveling in the motor traveling mode, the hydraulic control circuit 42 of the automatic transmission unit 20 is supplied with hydraulic pressure by the electric oil pump 46. Become.

  The oil pump control unit 100 controls the operating state of the mechanical oil pump 44 based on the determination results of the travel mode determination unit 106, the pump capacity determination unit 102, and the continuous shift determination unit 104.

  FIG. 11 shows that when the hydraulic pressure and flow rate required by the hydraulic control circuit 42 of the automatic transmission unit 20 exceed the capacity that can be generated by the electric oil pump 46 during the main part of the control operation of the electronic control unit 80, that is, during motor running. 7 is a flowchart for explaining an operation control for improving the shift response of the automatic transmission unit 20 by operating a mechanical oil pump when predicted, and is repeatedly executed with a very short cycle time of, for example, about several milliseconds to several tens of milliseconds. The

  First, in step S1 (hereinafter, step is omitted) corresponding to the travel mode determination means 106, it is determined whether or not the current travel mode of the vehicle is the motor travel mode. If S1 is negative, this routine is terminated. If S1 is affirmed, it is determined in S2 corresponding to the pump capacity determination means 102 whether or not it is possible to generate the hydraulic pressure and flow rate required in the current operation state of the electric oil pump 46. If S2 is negative, the engine 8 is started and the mechanical oil pump 44 is started in S5 corresponding to the oil pump control means 102. As a result, the hydraulic pressure and flow rate required for the automatic transmission unit 20 at the time of shifting are supplied in advance to the hydraulic control circuit 42, and the shift response at the time of shifting is improved.

  If S2 is affirmed, in S3 corresponding to the continuous shift determining means 104, it is determined whether or not the automatic transmission unit 20 is in a state of being continuously shifted by the driver's manual shift operation. If S3 is negative, the motor travel is continued without starting the mechanical oil pump 44 in S4. If S3 is affirmed, the mechanical oil pump is started in S5, and the hydraulic pressure and flow rate of the capacity predicted to be necessary by the continuous shift are supplied to the hydraulic control circuit 42.

  As described above, according to the present embodiment, since the oil pump control means 100 for predicting the high load state of the electric oil pump 46 and controlling the operating state of the mechanical oil pump 44 is provided, the electric oil pump 46 is provided. By controlling the mechanical oil pump 44 by predicting the high load state, the hydraulic oil is supplied by the mechanical oil pump 44 before the electric oil pump 46 enters the high load state. A high load state (capacity shortage state) can be avoided. In this way, it is predicted that the electric oil pump 46 will be in a high load state, and the mechanical oil pump 44 is started and the hydraulic pressure is supplied to the automatic transmission unit 20, so that the hydraulic pressure required for the automatic transmission unit 20 is insufficient. Thus, the speed change response at the time of shifting can be improved.

  Further, according to this embodiment, the oil pump control means 100 operates the mechanical oil pump 44 when a high load state of the electric oil pump 46 is predicted. The mechanical oil pump 44 is started in anticipation of the high load state. As a result, hydraulic pressure can be supplied by the mechanical oil pump 44 before the electric oil pump 46 enters a high load state, and a high load state (capacity shortage state) of the electric oil pump 46 can be avoided. . By doing in this way, the hydraulic pressure required for the automatic transmission unit 20 is supplied without being insufficient, and the shift response at the time of shifting can be improved.

  Further, according to the present embodiment, the oil pump control means 100 operates the mechanical oil pump 44 wastefully in order to stop the mechanical oil pump 44 when the high load state of the electric oil pump 46 is not predicted. Can be avoided.

  Further, according to the present embodiment, the high load state of the electric oil pump 46 is predicted when the automatic transmission unit 20 is in a shift state in which the automatic transmission unit 20 is continuously shifted. If it is predicted that the gears are continuously shifted, the electric oil pump 46 is predicted to be in a high load state, and the mechanical oil pump 44 is started. When the automatic transmission unit 20 is in a shift state in which gears are continuously shifted, the hydraulic pressure and flow rate required by the automatic transmission unit 20 are also increased, and the electric oil pump 46 is predicted to be in a high load state. By starting the mechanical oil pump 44 in advance and supplying the hydraulic pressure, it is possible to supply the hydraulic pressure and the flow rate necessary for continuous shifting of the automatic transmission unit 20 without being insufficient.

  Further, according to the present embodiment, since the automatic transmission unit 20 is determined to be a shift state in which a shift is continuously performed when the continuous operation time or the number of continuous operations of the manual shift operation exceeds a predetermined value, the predetermined value Is set to a suitable value, it is possible to predict in advance a shift state in which the automatic transmission unit 20 continuously shifts. As described above, in order to predict a shift state in which the automatic transmission unit 20 is continuously shifted based on the continuous operation time or the number of continuous operations of the manual shift operation, the mechanical oil pump 44 is operated in advance and the required hydraulic pressure is Even if the flow rate increases, the hydraulic pressure and the flow rate necessary for the automatic transmission unit 20 can be supplied without shortage. Thereby, the shift response at the time of shifting can be improved.

  Further, according to the present embodiment, the predetermined value of the continuous operation time or the number of continuous operations of the manual shift operation is changed based on the oil temperature of the hydraulic oil of the automatic transmission unit 20, and thus the oil temperature of the hydraulic oil, that is, By setting to a suitable value according to the viscosity of the hydraulic oil, the high load state of the electric oil pump 46 can be predicted with higher accuracy.

  Further, according to the present embodiment, the predetermined value of the continuous operation time or the number of continuous operations of the manual shift operation is changed according to the type of shift of the automatic transmission unit 20, and therefore, for example, the hydraulic pressure required by the gear stage Further, the high load state of the electric oil pump 46 can be predicted more accurately according to the difference in flow rate.

  Further, according to the present embodiment, the automatic transmission unit 20 performs a shift while the mechanical oil pump 44 is stopped when the high load state of the electric oil pump 46 is not predicted, so the mechanical oil pump 44 Can be avoided.

  In addition, according to the present embodiment, the mechanical oil pump 44 is an oil pump that generates hydraulic pressure by fuel consumption, so that an oil pump having a relatively large pump capacity can be configured. Even when the load becomes high, sufficient compensation by the mechanical oil pump 44 is possible.

  Further, according to the present embodiment, the electric oil pump 46 is an oil pump that generates hydraulic pressure by power consumption, so that the electric oil pump 46 can be started and stopped quickly.

  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, in the above-described embodiment, the mechanical oil pump 44 and the electric oil pump 46 are provided in parallel. However, the present invention is limited to the combination of the mechanical oil pump 44 and the electric oil pump 46. The present invention can be applied to an oil pump driven by an arbitrary drive source. For example, the present invention can be applied to a combination of an electric oil pump and an electric oil pump.

Further, the predetermined continuous shift time T _{ST serving as} the threshold value in the above-described embodiment is changed according to the oil temperature of the hydraulic oil, but is required not only by the oil temperature of the hydraulic oil but also by the hydraulic pressure control circuit 42. It may be changed as appropriate depending on the hydraulic pressure, the gear stage to be changed, and the like.

In addition, the predetermined continuous shift time _TST and the predetermined number of continuous shifts in the above-described embodiment can be appropriately changed according to the type of the vehicle.

  In addition, the continuous shift time and the number of continuous shifts in the above-described embodiment are defined as the shift time and the number of shifts within 3 seconds from the previous shift, respectively, but this definition is not applied in all states. It can be appropriately changed depending on the format of the above.

In addition, the mechanical oil pump 44 of the above-described embodiment is connected so as to be linked to the engine 8, but the mechanical oil pump 44 is not necessarily connected to the engine 8, and is driven by another drive source. It may be a thing.

  In the above-described embodiment, the second electric motor M2 is directly connected to the transmission member 18, but the connecting position of the second electric motor M2 is not limited thereto, and the power between the differential unit 11 and the drive wheels 34 is not limited thereto. The transmission path may be connected directly or indirectly through a transmission or the like.

  In the above-described embodiment, the differential unit 11 functions as an electric continuously variable transmission whose gear ratio γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max. The present invention can be applied even if the gear ratio γ0 of the moving portion 11 is not changed continuously but is changed stepwise using a differential action.

  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 input shaft 14. However, the engine 8 only needs to be operatively connected via, for example, a gear, a belt, or the like, and needs to be disposed on a common shaft center. Absent.

  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, the first motor M1 is operatively connected to the first sun gear S1 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is a transmission member. 18 may be connected.

  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 concentric on the counter shaft. In addition, the automatic transmission unit 20 may be arranged. In this case, the differential unit 11 and the automatic transmission unit 20 are coupled so as to be able to transmit power, for example, as a transmission member 18 via a pair of transmission members including a counter gear pair, a sprocket and a chain.

  Further, the power distribution mechanism 16 as the differential mechanism of the above-described embodiment includes, for example, a pinion that is rotationally driven by an engine and a pair of bevel gears that mesh with the pinion. ) May be a differential gear device that is operatively coupled to.

  Further, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and has three or more stages in the non-differential state (constant speed change state). It may function as a transmission. The planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device. Further, even when the planetary gear device is constituted by two or more planetary gear devices, the engine 8, the first and second electric motors M1 and M2, the transmission member 18, and the output depending on the configuration are provided to each rotating element of these planetary gear devices. The shaft 22 may be connected so as to be able to transmit power, and the stepped speed change and the stepless speed change may be switched by the control of the clutch C and the brake B connected to the rotating elements of the planetary gear device. .

  In the above-described embodiment, the engine 8 and the differential unit 11 are directly connected. However, the engine 8 and the differential unit 11 are not necessarily connected directly, and are connected via a clutch between the engine 8 and the differential unit 11. May be.

  In the above-described embodiment, the differential unit 11 and the automatic transmission unit 20 are connected in series. However, the present invention is not limited to such a configuration, and the transmission mechanism 10 as a whole has an electrical difference. The present invention is applicable and mechanically independent as long as the structure includes a function for performing a movement and a function for performing a shift on a principle different from that based on an electric differential as a whole of the transmission mechanism 10. There is no need. Moreover, these arrangement positions and arrangement orders are not particularly limited, and can be arranged freely. In addition, if the speed change mechanism has a function of performing an electric differential and a function of performing a speed change, the present invention is applied even if the configurations partially overlap or are all common. be able to.

Further, the shift operating device 48 of the above-described embodiment includes the shift lever 49 operated to select a plurality of types of shift positions P _SH. Instead of the shift lever 49, for example, a push button type Switches that can select multiple types of shift positions P _SH , such as switches and slide switches, or devices and foot operations that can switch between multiple types of shift positions P _SH in response to the driver's voice regardless of manual operation it may be a plurality of shift positions P _SH is switched device such as a. In addition, the shift range is set by operating the shift lever 49 to the “M” position, but the gear stage is set, that is, the highest speed gear stage of each shift range is set as the gear stage. May be. In this case, the automatic transmission unit 20 performs gear shifting by switching the gear. For example, when the shift lever 49 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 selects any one of the first to fourth gears. Is set according to the operation of the shift lever 49.

  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. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device 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 figure which shows an example of the shift operation apparatus as a switching apparatus which switches multiple types of shift position _PSH by artificial operation. 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. 8 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 7. It is also a conceptual diagram. It is an example which showed simply the hydraulic circuit provided with the mechanical oil pump and the electric oil pump. It is the figure which showed the relationship between the oil temperature of the hydraulic fluid of an automatic transmission part, and the continuous shift time used as a threshold value. Mechanical oil when the hydraulic pressure and flow rate required by the hydraulic control circuit of the automatic transmission unit are predicted to exceed the capacity that can be generated by the electric oil pump during the driving of the electronic control unit, that is, during motor running. It is a flowchart explaining the operation control which operates a pump and improves the shift response of an automatic transmission part.

Explanation of symbols

  8: Engine (internal combustion engine) 10: Transmission mechanism (power transmission device for vehicle) 20: Automatic transmission unit (transmission unit) 44: Mechanical oil pump (first oil pump) 46: Electric oil pump (second oil pump) 100: Oil pump control means

Claims (4)

A control device for a vehicle power transmission device, comprising: a mechanical oil pump that generates hydraulic pressure by consuming fuel; an electric oil pump that generates hydraulic pressure by consuming electric power; and a transmission that shifts gears using the generated hydraulic pressure. And
An oil pump control means for predicting a high load state of the electric oil pump and controlling an operating state of the mechanical oil pump ;
When a state in which a shift instruction is output within a predetermined time from a previous shift instruction by a manual shift operation for shifting the transmission unit exceeds a predetermined continuous shift time, or from a previous shift instruction by the manual shift operation A control device for a vehicular power transmission device , wherein a high load state of the electric oil pump is predicted when the number of consecutive shift instructions within the predetermined time exceeds a predetermined number of continuous shifts . Wherein the predetermined value of the continuous operating time or continuous operation count of the manual shift operation, the control device according to claim 1 of a vehicular power transmitting apparatus characterized by being changed based on the working oil temperature of the transmission portion. Wherein the predetermined value of the continuous operating time or continuous operation count of the manual shift operation, control device for a vehicular power transmitting device according to claim 1, characterized in that is changed according to the type of shift of the shifting portion. The shifting portion, when the high-load state of the electric oil pump is not predicted, any power for a vehicle according to claim 1 to 3, characterized in that the gear in a state of stopping the mechanical oil pump Control device for transmission device.

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