JP2005319924A - Control device for vehicle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device capable of enhancing fuel economy during motor travelling only by a motor in a vehicle driving device with a differential mechanism functioning as a transmission mechanism by a differential action. <P>SOLUTION: A power distributing mechanism 16 configured to be selectively switchable between a differential condition and a non-differential condition by being provided with a switching clutch C0 and switching brakes B0 can be switched in the differential condition by a switching control means 50 during the motor travelling only by the motor, for example, a second motor M2, while an engine 8 is stopped. Accordingly, the rotational speed N<SB>E</SB>of the engine can be kept approximately at zero by the differential action of the power distributing mechanism 16, and the drag of the engine 8 not being operated can be suppressed. Thus, the fuel economy can be enhanced. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to a vehicle drive device including a differential mechanism that functions as a speed change mechanism by a differential action, and more particularly to control of a differential mechanism during motor travel using only an electric motor. It is.

  2. Description of the Related Art A vehicle drive device including a differential mechanism that distributes engine output to a first motor and an output shaft, and a second motor provided between the output shaft of the differential mechanism and a drive wheel is known. ing. For example, this is a hybrid vehicle drive device described in Patent Document 1. In such a hybrid vehicle drive device, the differential mechanism is constituted by, for example, a planetary gear device, and the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action, and the remaining part of the power from the engine Is electrically transmitted using an electric path from the first motor to the second motor, thereby functioning as a transmission in which the gear ratio is electrically changed, and the vehicle is maintained while maintaining the engine in an optimum operating state. The fuel consumption is improved by being controlled by the control device so as to run.

JP 2003-130202 A JP 2003-130203 A JP 2003-127681 A JP 2000-238555 A JP 2000-197208 A

  For example, in the hybrid vehicle drive device, the engine is stopped and the motor is driven by using only the second electric motor as a driving force source in a low load range where the engine efficiency is generally poor compared to the high torque range. Is controlled. When the motor is driven by the second electric motor, the engine speed is maintained at substantially zero by the differential action of the differential mechanism in order to suppress drag of the engine that is not operating and improve fuel efficiency.

  By the way, various modes can be considered for using the differential mechanism. However, depending on the method of use and the control method, there is a possibility that the fuel consumption will deteriorate when the motor runs.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device including a differential mechanism that functions as a speed change mechanism by a differential action in a motor running using only an electric motor. An object of the present invention is to provide a control device that can improve the fuel efficiency of the vehicle.

  That is, the gist of the invention according to claim 1 is provided in a power transmission path between the differential member that distributes the output of the engine to the first electric motor and the transmission member, and the transmission member and the drive wheel. A control device for a vehicle drive device including a second electric motor, wherein: (a) a differential state switching device that selectively switches the differential mechanism between a differential state and a non-differential state; And a switching control means for switching the differential mechanism to the differential state by the differential state switching device when the motor travels using only the electric motor as a driving force source.

  In this way, the differential mechanism configured to be selectively switched between the differential state in which the differential action is operable and the non-differential state in which the differential action is impossible by the differential state switching device. Since the engine is stopped and the motor is driven only by the electric motor, for example, only by the second electric motor, the switching control means switches to the differential state, so that the engine rotation speed is maintained substantially zero by the differential action of the differential mechanism. This makes it possible to suppress dragging of an engine that is not in operation and improve fuel efficiency.

  Here, preferably, the invention according to claim 2 includes a shift state manual selection device for selecting switching between the differential state and the non-differential state of the differential mechanism by manual operation, The switching control means switches the differential mechanism to the differential state even when the non-differential state is selected by the shift state manual selection device. In this way, for example, in the low load range where the vehicle is controlled so that the vehicle is driven only by the second electric motor, the differential state of the differential mechanism has better fuel efficiency than the non-differential state of the differential mechanism. Therefore, fuel efficiency is improved.

  Preferably, the invention according to claim 3 further includes engine start possibility determination means for determining whether or not the engine start possibility is high, and the engine start possibility determination means determines whether the engine can be started. When judged to be high, the switching control means switches the differential mechanism to the non-differential state even when the motor is running. In this way, when there is a high possibility that the engine will start when the motor is running, the engine rotation is performed so that the engine is quickly ignited by switching the differential mechanism to the non-differential state by the switching control means. The speed is increased from substantially zero to improve the engine startability, the fuel consumption is prevented from being reduced due to the engine starting, and the fuel consumption is improved.

  Preferably, the invention according to claim 4 further includes a travel mode selection switch for selecting a power travel mode which is a control mode for generating a vehicle travel state in which power performance is emphasized by manual operation, The possibility determination means determines that the possibility of engine start is high when the power travel mode is selected by the travel mode selection switch. In this way, when the vehicle traveling on which power performance is important is selected, the engine is quickly started, and the power performance of the vehicle is improved by increasing the drive torque.

  Preferably, in the invention according to claim 5, the differential mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a first element coupled to the transmission member. The differential state switching device is configured to enable the first to third elements to rotate relative to each other and to enter the non-differential state in order to achieve the differential state. The first to third elements are integrally rotated together, or the second element is brought into a non-rotating state. In this way, the differential mechanism is configured to be switched between a differential state and a non-differential state.

  Preferably, in the invention according to claim 6, the differential state switching device has at least two of the first to third elements to integrally rotate the first to third elements together. A clutch for connecting the two elements to each other and / or a brake for connecting the second element to the non-rotating member to bring the second element into a non-rotating state. In this way, the differential mechanism can be easily switched between the differential state and the non-differential state.

  Preferably, in the invention according to claim 7, a stepped automatic transmission is further provided in a power transmission path between the transmission member and the drive wheel. In this way, a wide driving force can be obtained by utilizing the gear ratio of the automatic transmission.

  Preferably, the gist of the invention according to claim 8 is that a differential mechanism that distributes the output of the engine to the first electric motor and the transmission member, and a power transmission path between the transmission member and the drive wheel. A control device for a vehicle drive device provided with a second electric motor provided in the vehicle, wherein: (a) a differential state switching device that selectively switches the differential mechanism between a differential state and a non-differential state (B) an engine start possibility determination means for determining whether or not the engine start possibility is high, and (c) when the motor travels using only the electric motor as a driving force source, the engine start possibility determination means. And switching control means for switching the differential mechanism to the non-differential state by the differential state switching device when it is determined that the possibility of starting the engine is high.

  In this way, the differential mechanism configured to be selectively switched between the differential state in which the differential action is operable and the non-differential state in which the differential action is impossible by the differential state switching device. When the engine is stopped and the motor is driven by only the electric motor, for example, only the second electric motor, the engine is promptly ignited by switching to the non-differential state by the switching control means. As described above, the engine rotational speed is raised from substantially zero to improve the engine startability, and the fuel consumption is suppressed from lowering due to the engine starting, and the fuel consumption is improved.

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

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 that constitutes a part of a drive device of a hybrid vehicle to which a control device according to an embodiment of the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, The differential part 11 is connected directly to the input shaft 14 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and the power is transmitted through a power transmission path between the differential part 11 and the drive wheel 38. A stepped automatic transmission unit 20 (hereinafter referred to as an automatic transmission unit 20) as a stepped automatic transmission connected in series via a member (transmission shaft) 18 and the automatic transmission unit 20 are connected. The output shaft 22 as an output rotating member is provided in series. The speed change mechanism 10 is suitably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is an internal combustion engine such as a gasoline engine or a diesel engine as a driving power source for traveling. A differential gear device (provided between the engine 8 and the pair of drive wheels 38) that forms part of a power transmission path with the power from the engine 8 as another part of the drive device as shown in FIG. (Final reduction gear) 36 and a pair of axles and the like are sequentially transmitted to a pair of drive wheels 38. Since the speed change mechanism 10 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing the speed change mechanism 10 in FIG. The same applies to each of the following embodiments.

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

  The power distribution mechanism 16 mainly includes, for example, a single pinion type first planetary gear unit 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The first planetary gear unit 24 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element (element). When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

  In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. Further, the switching brake B0 is provided between the first sun gear S1 and the case 12, and the switching clutch C0 is provided between the first sun gear S1 and the first carrier CA1. When the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 16 causes the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, to rotate relative to each other. 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, and the distributed engine 8 is stored with the electric energy generated from the first electric motor M1 and the second electric motor M2 is rotationally driven, so that, for example, a so-called continuously variable transmission state (electric CVT state) is established. The rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of 8. That is, when the power distribution mechanism 16 is in a differential state, the differential unit 11 continuously changes its speed ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) from the minimum value γ0min to the maximum value γ0max. A continuously variable transmission state that functions as an electrical continuously variable transmission to be changed is set.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 is brought into a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the power distribution mechanism 16 includes three elements of the first planetary gear device 24. Since the first sun gear S1, the first carrier CA1, and the first ring gear R1 are all in a locked state where they are rotated, that is, are integrally rotated, the differential action cannot be performed. Since the rotational speed of the transmission member 18 coincides, the differential section 11 is set to a constant transmission state that functions as a transmission in which the transmission ratio γ0 is fixed to “1”. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 16 is in a locked state in which the first sun gear S1 is brought into a non-rotating state. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1 because the differential action is impossible, the differential section 11 has a gear ratio γ0 of “1”. A constant transmission state is set which functions as a speed increasing transmission fixed at a small value, for example, about 0.7. Thus, in the present embodiment, the switching clutch C0 and the switching brake B0 have the continuously variable transmission state in which the differential unit 11 operates as a continuously variable transmission in which the gear ratio can be continuously changed, and the continuously variable transmission. In a locked state where the continuously variable transmission operation is not operated and the change in the gear ratio is locked at a constant state, that is, a constant gear state where the gear operates as a single-stage or multiple-stage transmission with one or more gear ratios, in other words, It functions as a differential state switching device that selectively switches to a constant transmission state that operates as a single-stage or multiple-stage transmission with a constant gear ratio.

  The automatic transmission unit 20 includes a single pinion type second planetary gear device 26, a single pinion type third planetary gear device 28, and a single pinion type fourth planetary gear device 30. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. The second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2 of about “0.562”, for example. The third planetary gear device 28 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. A third ring gear R3 that meshes with the gear, and has a predetermined gear ratio ρ3 of, for example, about “0.425”. The fourth planetary gear unit 30 includes a fourth sun gear S4, a fourth planetary gear P4, a fourth carrier CA4 that supports the fourth planetary gear P4 so as to rotate and revolve, and a fourth sun gear S4 via the fourth planetary gear P4. And has a predetermined gear ratio ρ4 of about “0.421”, for example. The number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, the number of teeth of the third ring gear R3 is ZR3, the number of teeth of the fourth sun gear S4 is ZS4, When the number of teeth of the fourth ring gear R4 is ZR4, the gear ratio ρ2 is ZS2 / ZR2, the gear ratio ρ3 is ZS3 / ZR3, and the gear ratio ρ4 is ZS4 / ZR4.

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2, and the case 12 via the first brake B1. The second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, The two ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18.

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

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

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “3” due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ 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, only the switching clutch C0 is engaged.

  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 are the first corresponding to the second rotation element (second element) RE2 from the left side. The relative rotation speed of the first ring gear R1 corresponding to the sun gear S1, the first rotation element (first element) RE1 corresponding to the first carrier CA1, and the third rotation element (third element) RE3 is shown. The interval is determined according to the gear ratio ρ1 of the first planetary gear device 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the third sun gear S3, the second carrier CA2 corresponding to the fifth rotating element (fifth element) RE5, the fourth ring gear R4 corresponding to the sixth rotating element (sixth element) RE6, and the seventh rotating element ( Seventh element) The second ring gear R2, the third carrier CA3, and the fourth carrier CA4 corresponding to RE7 and connected to each other are connected to the eighth rotation element (eighth element) RE8 and connected to each other. The three-ring gear R3 and the fourth sun gear S4 are respectively represented, and the distance between them is determined according to the gear ratios ρ2, ρ3, and ρ4 of the second, third, and fourth planetary gear devices 26, 28, and 30, respectively. In the relationship between the vertical axes of the 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 unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment is configured such that the first rotating element RE1 (the first rotating element RE1) of the first planetary gear device 24 in the power distribution mechanism 16 (the differential unit 11). The carrier CA1) is connected to the input shaft 14, that is, the engine 8, and is selectively connected to the second rotating element (first sun gear S1) RE2 via the switching clutch C0, and the second rotating element RE2 is connected to the first electric motor M1. The third rotary element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2 to selectively rotate the input shaft 14 through the switching brake B0. It is configured to transmit (input) to an automatic transmission unit (stepped transmission unit) 20 via a transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

  4 and 5 are diagrams corresponding to the differential portion 11 portion of the alignment chart of FIG. FIG. 4 shows an example of the state of the differential section 11 when it is switched to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0. For example, when the rotation of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1 is raised or lowered by controlling the reaction force generated by the power generation of the first electric motor M1, the straight line L0 and the vertical line Y3 The rotational speed of the first ring gear R1 indicated by the intersection is lowered or increased.

FIG. 5 shows the state of the differential section 11 when the gear is switched to the constant speed change state (stepped speed change state) by the engagement of the switching clutch C0. In other words, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is brought into a non-differential state in which the three rotation elements rotate integrally, so that the straight line L0 is It 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 first sun gear S1 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 the straight line L0 is in the state shown in FIG. rotational speed of the first ring gear R1, 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. 6 illustrates a signal input to the electronic control device 40 for controlling the speed change mechanism 10 of this embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8 and the electric motors M1 and M2 and shift control for the automatic transmission unit 20 is executed.

The electronic control unit 40, from the sensors and switches shown in FIG. 6, a signal indicative of the engine coolant temperature, a signal representing the shift position, a signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the gear ratio sequence set value , A signal for instructing an M (motor running) mode, an air conditioner signal indicating the operation of the air conditioner, a vehicle speed signal corresponding to the rotational speed of the output shaft 22, an oil temperature signal indicating the operating oil temperature of the automatic transmission unit 20, and a side A signal indicating a brake operation, a signal indicating a foot brake operation, a catalyst temperature signal indicating a catalyst temperature, an accelerator opening signal Acc indicating an operation amount of an accelerator pedal, a cam angle signal, a snow mode setting signal indicating a snow mode setting, a vehicle Acceleration signal indicating longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, vehicle indicating wheel speed of each drive wheel A speed signal, a signal indicating the presence or absence of a stepped switch operation for switching the differential unit 11 to a constant speed change state (non-differential state) in order to make the speed change mechanism 10 function as a stepped transmission, and the speed change mechanism 10 to be continuously variable A signal indicating whether or not a continuously variable switch is operated to switch the differential unit 11 to a continuously variable transmission state (differential state) in order to function as a transmission, a signal indicating the rotational speed NM1 of the first motor M1, and a second motor A signal indicating the rotational speed NM2 of M2 is supplied.

  Further, the electronic control unit 40 receives a drive signal for a throttle actuator that controls the opening of the throttle valve, a boost pressure adjustment signal for adjusting the boost pressure, and an electric air conditioner drive signal for operating the electric air conditioner. , An ignition signal for instructing the ignition timing of the engine 8, an instruction signal for instructing the operation of the motors M1 and M2, a shift position (operation position) display signal for operating the shift indicator, and a gear ratio display for displaying the gear ratio A signal, a snow mode display signal for displaying that it is in snow mode, an ABS operation signal for operating an ABS actuator that prevents slipping of wheels during braking, and an M mode that indicates that the M mode is selected The display signal and the hydraulic actuator of the hydraulic friction engagement device of the differential unit 11 and the automatic transmission unit 20 are controlled. A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, a signal for driving an electric heater, Signals to the cruise control computer are output.

FIG. 7 is a functional block diagram illustrating a main part of the control function by the electronic control unit 40. In FIG. 7, the stepped shift control means 54 is, for example, a vehicle speed V and an output of the automatic transmission unit 20 from a shift diagram (shift map) indicated by a solid line and a one-dot chain line in FIG. Based on the vehicle state indicated by the torque T _OUT , it is determined whether or not the shift of the automatic transmission unit 20 is to be executed, that is, the shift stage of the automatic transmission unit 20 is determined and the automatic transmission control of the automatic transmission unit 20 is determined. Execute.

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 traveling vehicle speed at that time, the driver's required output is calculated from the accelerator pedal operation amount Acc and the vehicle speed V, the required driving force is calculated from the driver's required output and the required charging value, and the engine rotational speed _NE and calculates the total output, based on its total output and engine rotational speed N _E, to control the amount of power generated by the first electric motor M1 controls the engine 8 to obtain the engine output.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 in order to improve 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 performs the total speed change of the speed change mechanism 10 so that the engine 8 can be operated along the pre-stored optimum fuel consumption rate curve of the engine 8 that achieves both drivability and fuel efficiency during continuously variable speed travel. A target value of the ratio γT is determined, and 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 within a changeable range of the speed change, for example, within a range of 13 to 0.5. Control.

  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 there to electric energy, and the electric energy is supplied to the second electric motor M2 or the first electric motor M1 through the inverter 58. Then, it is transmitted from the second electric motor M2 or the first electric motor M1 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed. The hybrid control means 52 causes the motor to travel using only the electric motor, for example, only the second electric motor M2, as a driving force source by the electric CVT function (differential action) of the differential unit 11 regardless of whether the engine 8 is stopped or in an idle state. be able to. Further, the hybrid control means 52 operates the first electric motor M1 and / or the second electric motor M2 to run the motor even when the differential unit 11 is in the stepped speed change state (constant speed change state) while the engine 8 is stopped. You can also.

FIG. 9 has a boundary line between the engine travel region and the motor travel region for switching between engine travel and motor travel for switching the driving force source for vehicle travel between the engine 8 and the electric motors M1 and M2. It is a relationship stored in advance, and is an example of a driving force source switching diagram (driving force source map) composed of two-dimensional coordinates using the vehicle speed V and the output torque T _{OUT as} a driving force related value as parameters. Further, hysteresis is provided as shown by a one-dot chain line with respect to the solid line in FIG. The driving force source switching diagram of FIG. 9 is stored in advance in the shift diagram storage means 56, for example. For example, the hybrid control means 52 determines the motor travel region based on the vehicle state indicated by the vehicle speed V and the output torque T _OUT from the driving force source switching diagram of FIG. 9, and executes the motor travel. As described above, the motor running by the hybrid control means 52 is compared with the vehicle speed at the time of the relatively low output torque T _OUT or the vehicle speed, which is generally considered to be poor in engine efficiency as compared with the high torque region, as is apparent from FIG. It is executed at low vehicle speed, that is, in a low load range.

Further, when the motor is running, the hybrid control means 52 controls the engine rotational speed _NE to be substantially zero, that is, the engine by the differential action of the differential portion 11 in order to suppress dragging of the engine 8 that is not operating and improve fuel efficiency. maintained at a value which is determined rotational speed N _E and a value for example zero close to zero or zero. FIG. 10 is a view corresponding to the differential portion 11 portion of the alignment chart of FIG. FIG. 10 shows an example of the state of the differential unit 11 in the continuously variable transmission state when the motor is running. For example, the engine rotational speed N _E with respect to the rotational speed of the second electric motor M2 while the vehicle is running at a rotational torque of the second electric motor M2 corresponding to the vehicle speed V _(rotational speed of the first carrier CA1) is held substantially zero Thus, the first electric motor M1 is controlled, for example, idling at a negative rotational speed.

  Returning to FIG. 7, the speed-increasing gear stage determining means 62 determines, for example, the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the speed change mechanism 10 is in the stepped speed change state. Whether or not the gear position to be shifted of the transmission mechanism 10 is the speed increasing side gear stage, for example, the fifth gear stage, according to the speed chart shown in FIG. judge.

The switching control means 50 is, for example, a vehicle indicated by the vehicle speed V and the output torque T _OUT from the switching diagram (switching map, relationship) indicated by the broken line and the two-dot chain line in FIG. Based on the state, the shift state of the transmission mechanism 10 to be switched is determined, that is, within the continuously variable control region where the transmission mechanism 10 is in a continuously variable transmission state, or the stepped control region where the transmission mechanism 10 is in a continuously variable transmission state. And the transmission mechanism 10 is selectively switched between the continuously variable transmission state and the stepped transmission state.

  Specifically, when it is determined that the switching control means 50 is within the stepped shift control region, the hybrid control means 52 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. The step-variable shift control means 54 is permitted to perform shift control at the time of a step-variable shift set in advance. The stepped shift control means 54 at this time executes automatic shift control of the automatic transmission unit 20 in accordance with, for example, the shift diagram shown in FIG. 8 stored in advance in the shift diagram storage means 56. FIG. 2 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 selected in the shift control 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 that permits automatic shifting of the automatic transmission unit 20 according to the shift diagram shown in FIG. 8 stored in advance in the shift diagram storage means 56 is output. 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.

Referring now to FIG. 8 in detail, FIG. 8 is a shift diagram (relationship) stored in advance in the shift diagram storage means 56, which is a basis for shift determination of the automatic transmission unit 20, and relates to vehicle speed V and driving force. It is an example of a shift diagram (shift map) composed of two-dimensional coordinates using the output torque T _{OUT as} a value as a parameter. The solid line in FIG. 8 is an upshift line, and the alternate long and short dash line is a downshift line. 8 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. 8 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. 8, hysteresis is provided for the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 8 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. The shift diagram including the switching diagram may be stored in advance in the shift diagram storage means 56 as a shift map. 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, and the like are stored not as a map but as a judgment formula for comparing the actual vehicle speed V and the judgment vehicle speed V1, a judgment formula for comparing the output torque T _OUT and the judgment output torque T1, and the like. 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, for example, the output torque T _OUT of the automatic transmission unit 20, the engine torque T _E, and the actual value of the vehicle and the acceleration, for example, the accelerator opening or a throttle opening (or the intake air amount, air-fuel ratio, fuel injection amount) and the like the engine torque T _E that is calculated by the engine speed N _E, It may be an estimated value such as a required driving force calculated based on the driver's accelerator pedal operation amount or throttle opening. 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 according to the characteristics of the first electric motor M1 that can be disposed with the maximum energy output reduced.

11, 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 It is a switching diagram (switching map, relationship) stored in advance in, for example, the shift diagram storage means 56 having a line. Switching control means 50, based on the switching diagram of FIG. 11 on the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Figure 8, 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. 11 is also a conceptual diagram for creating the broken line in FIG. In other words, the broken line in FIG. 8 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. 8, the stepped control is performed in a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1 or a high vehicle speed region where the vehicle speed V is equal to or higher than the determination vehicle speed V1. Since it is set as a region, the stepped variable speed travel is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed travel is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8. Similarly, as indicated by the relationship shown in FIG. 11, 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. 11 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, and the electrical that should be generated by the first electric motor M1. In other words, the maximum value of the electric energy transmitted by the first electric motor M1 can be reduced, and the first electric motor M1 or a vehicle drive device including the first electric motor M1 can be further downsized. As another concept, in this high-power running, the demand for the driver's driving force is more important than the demand for fuel consumption, so that the stepless speed change state is switched to the stepped speed change state (constant speed change state). Thus, the user, for example, changes i.e. changes in the rhythmic engine rotational speed N _E due to the shift of the engine speed N _E with the stepped up-shift of the automatic shifting control, as shown in FIG. 12 can enjoy.

  FIG. 13 shows a seesaw type switch as a shift state manual selection device for selecting switching between a differential state and a non-differential state of the power distribution mechanism 16 by manual operation, that is, a stepless shift state and a stepped shift state of the speed change mechanism 10. 44 (hereinafter referred to as a switch 44), which is provided in the vehicle so that it can be manually operated by the user. This switch 44 allows the user to selectively select vehicle travel in a speed change state desired by the user. The switch 44 corresponding to continuously variable speed travel indicates the position (part) or presence or absence of the switch 44. When the user presses the position (part) indicated as stepped corresponding to the step-variable travel, the continuously variable-speed travel, that is, the continuously variable transmission state in which the transmission mechanism 10 can be operated as an electrical continuously variable transmission, It is possible to select whether to make a stepped speed change, that is, a stepped speed change state in which the speed change mechanism 10 can operate as a stepped transmission. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the effect of improving the fuel efficiency, the user may select the transmission mechanism 10 by a manual operation so that the continuously variable transmission is brought into the continuously variable transmission state. If it is desired to improve the feeling due to the change in the engine rotation speed associated with the speed change, the speed change mechanism 10 may be selected manually so as to be in the stepped speed change state.

  Returning to FIG. 7, the manual selection operation determination means 84 determines whether the continuously variable speed travel command button or the stepped speed variable travel command button is selected in the switch 44, so that the power distribution mechanism 16 is not turned on. It is determined whether the differential state is selected by the user.

  The switching control means 50 further includes a shift state changing means 86, and when the manual selection operation determination means 84 determines whether the continuously variable speed travel or the stepped speed travel is selected in the switch 44. Selectively switches the speed change mechanism 10 between a continuously variable transmission state and a stepped transmission state based on the determination result. For example, the switching control means 50 changes the stepped speed change control region or the stepless speed change control region as shown in the switching diagram of FIG. 8 based on the selection state of the switch 44 and the speed change mechanism 10 based on the changed region. Is preferentially switched between the continuously variable transmission state and the stepped transmission state.

  Specifically, the shift state area changing means 86 determines whether the continuously selecting variable speed driving or the stepped variable speed driving is selected in the switch 44 by the manual selection operation determining means 84. Based on the determination result, for example, all of one region is changed to the other region in the stepped shift control region or continuously variable transmission control region as shown in FIG. In other words, the shift state region changing means 86 changes to one of the stepless control region and the stepped control region based on the selection state in the switch 44. For example, the boundary line between the stepped control region and the stepless control region indicated by the broken line in FIG. 8 disappears, and the region is changed to one of the stepless control region and the stepped control region. Then, the switching control unit 50 selectively switches the transmission mechanism 10 between the continuously variable transmission state and the stepped transmission state based on the region changed by the transmission state region changing unit 86.

  Further, when the switch 44 is provided with a neutral position that is in a state where neither the continuously variable speed traveling or the stepped speed variable traveling is selected, the switching control means 50 is desired by the user when the switch 44 is in the neutral position. When the speed change state to be performed is not selected or the desired speed change state is automatic switching, as described above, the speed change mechanism 10 is set to either the continuously variable speed state or the stepped speed change state from the switching diagram of FIG. Selectively switch to. That is, the switching control means 50 automatically switches between the continuously variable transmission state and the stepped transmission state instead of switching by manual operation.

The motor running determination means 80 determines whether or not the vehicle is running with the engine stopped and the motor running with only the electric motor, for example, only the second electric motor M2, from the driving force source switching diagram shown in FIG. Based on the vehicle state indicated by the vehicle speed V and the output torque T _OUT , the determination is made based on whether or not the vehicle is in a motor travel region where only an electric motor is used as a driving force source for vehicle travel.

  The engine start possibility determination means 82 indicates whether or not the possibility of starting the engine during motor traveling is high, in other words, whether or not the engine 8 needs to be started during motor traveling, as shown in FIG. It is determined whether or not the power running mode is selected by manual operation. For example, the travel mode selection switch 94 is provided in the vehicle so that it can be manually operated by the user, and is a seesaw type switch, a push button type switch, or a lever type switch similar to the switch 44, and at least the power travel mode is selected. It is configured to be possible. Further, the power driving mode is a control mode for generating a vehicle driving state in which power performance is more important than normal driving. For example, the shift point vehicle speed is higher than the shift pattern shown in the shift diagram of FIG. The automatic shift is executed according to the shift pattern set on the high vehicle speed side, that is, the shift pattern executed on the higher vehicle speed side, or the engine traveling region shown in the driving force source switching diagram of FIG. It is determined whether the engine travels or the motor travels according to the driving force source switching diagram enlarged to the side. Therefore, when the power travel mode is selected by the travel mode selection switch 94, the required drive torque increases or the switch to the engine travel is accelerated, so the engine 8 needs to be started. In addition, when it becomes necessary to start the engine 8, if the driving wheel torque exceeding the rated output of the second electric motor M2 is required due to sudden acceleration such as overtaking or depression of the accelerator during traveling on an uphill road, When the state of charge SOC of the device 60 decreases and power generation by the first electric motor M1 becomes necessary, the drive current for an auxiliary machine such as an air conditioner is insufficient, or the auxiliary machine is driven by the engine. A case is assumed.

Here, the control operation of the switching control means 50 during motor running will be described in detail. For example, as shown in FIG. 10, the switching control unit 50 is configured to suppress dragging of the engine 8 that is not in operation and improve fuel efficiency when the motor running determination unit 80 determines that the motor is running, for example. the hybrid control means 52 switches the power distributing mechanism 16 so as to be possible to maintain the engine rotation N _E substantially zero to the differential state.

  Further, the switching control means 50 switches the power distribution mechanism 16 to the differential state even when the stepped variable speed travel, that is, the non-differential state of the power distribution mechanism 16 is selected in the switch 44 during the motor travel. As can be seen from the driving force source switching diagram of FIG. 9, since the motor running is originally executed in a low load region, the feeling is improved by the change in the engine rotational speed accompanying the shift of the stepped transmission as the driving torque increases. It is considered that the user is not expected. Therefore, the switching control means 50 daringly switches the power distribution mechanism 16 to the differential state even when the non-differential state is selected in the switch 44 in order to improve fuel efficiency during motor running.

Further, the switching control means 50, when there is a high possibility of starting the engine while the motor driving the rapid engine ignition capable as the engine rotational speed N _E power distributing mechanism even during motor running to raise 16 is switched to the non-differential state. Since during motor running as described above engine N _E is held substantially zero, the switching control means 50, for example 3 or engagement or switching of the switching brake B0 the power distributing mechanism 16 as shown in FIG. 5 By making the non-differential state by engagement of the clutch C0, the first electric motor M1 is used in the differential state of the power distribution mechanism 16 to increase the rotational speed of the first sun gear S1 more quickly. raising the engine rotational speed N _E by raising the rotational speed of the first sun gear S1.

  FIG. 14 is a diagram illustrating an example of a shift operation device 90 that is a manual transmission operation device. The shift operation device 90 includes a shift lever 92 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions. In the shift lever 92, for example, as shown in the engagement operation table of FIG. 2, the power transmission path in the speed change mechanism 10, that is, in the automatic speed change portion 20, where neither the clutch C1 nor the clutch C2 is engaged is cut off. In the neutral state, that is, in the neutral state, the parking position “P (parking)” for locking the output shaft 22 of the automatic transmission unit 20, the reverse traveling position “R (reverse)” for reverse traveling, The neutral position “N (neutral)”, the forward automatic shift travel position “D (drive)”, or the forward manual shift travel position “M (manual)”, which is in a neutral state where the power transmission path is cut off, is manually operated. Is provided. The shift positions shown in the “P” to “M” positions are the “P” position and the “N” position, which are non-traveling positions selected when the vehicle is not traveling, and are “R” position and “D” position. The “M” position is a traveling position selected when the vehicle is traveling. Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and when the shift lever 92 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 92. 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 92 has their 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 shift 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 different maximum speed shift stages in which the automatic transmission unit 20 can perform a shift. The shift lever 92 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 operating device 90 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 92, and electronically controls the shift position of the shift lever 92 and the number of operations at the “M” position. Output to the device 40.

  For example, when the “D” position is selected by operating the shift lever 92, automatic switching control of the shift state of the transmission mechanism 10 is executed by the switching control means 50 based on the switching map stored in advance shown in FIG. The continuously variable transmission control of the power distribution mechanism 16 is executed by the hybrid control unit 52, and the automatic transmission control of the automatic transmission unit 20 is executed by the stepped transmission control unit 54. For example, when the speed change mechanism 10 is switched to the stepped speed change state, the speed change mechanism 10 is automatically controlled in the range of the first to fifth speed gears as shown in FIG. During continuously variable speed travel in which the mechanism 10 is switched to the continuously variable transmission state, the transmission mechanism 10 has a continuously variable gear ratio range of the power distribution mechanism 16 and a range from the first speed gear stage to the fourth speed gear stage of the automatic transmission unit 20. Thus, the automatic transmission control is performed within the change range of the total speed ratio γT that can be changed by the transmission mechanism 10 obtained by the respective gear stages that are automatically controlled by the transmission. This “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which automatic shift control of the transmission mechanism 10 is executed.

  Alternatively, when the “M” position is selected by operating the shift lever 92, the switching control means 50, the hybrid control means 52, and the stepped gear are set so as not to exceed the maximum speed side shift speed or gear ratio of the shift range. The shift control means 54 performs automatic shift control within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10. For example, when the transmission mechanism 10 is switched to the stepped transmission state, the transmission mechanism 10 is automatically controlled to shift within the range of the total transmission ratio γT at which the transmission mechanism 10 can shift in each shift range, or the transmission mechanism 10 During continuously variable speed driving that can be switched to a continuously variable speed state, the speed change mechanism 10 automatically shifts within the range of the stepless speed ratio range of the power distribution mechanism 16 and the shift speed range of the automatic speed changer 20 corresponding to each speed range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10 obtained by each gear stage to be controlled. 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. 15 is a flowchart for explaining a main part of the control operation of the electronic control unit 40, that is, a switching control operation of the differential unit 11 when the motor is running, and is repeatedly executed with a very short cycle time of about several msec to several tens msec, for example. It is what is done.

First, at step S1 corresponding to the electric motor traveling determination means 80 (hereinafter, step is omitted), it is determined whether or not the vehicle is traveling by a motor using only the second electric motor M2, for example, as shown in FIG. Based on the vehicle state indicated by the vehicle speed V and the output torque T _OUT from the figure, it is determined by whether or not the vehicle is in the motor travel region. If the determination in S1 is negative, this routine is terminated. If the determination is affirmative, in S2 corresponding to the engine start possibility determination means 82, it is determined whether or not there is a high possibility of engine start during motor running. For example, the determination is made based on whether or not the power travel mode is selected by manual operation in the travel mode selection switch 94. If the determination in S2 is affirmative, in S6 corresponding to the switching control means 50, the power distribution mechanism 16 is switched to the non-differential state and the engine speed _NE is increased.

If the determination in S2 is negative, in S3 corresponding to the manual selection operation determination means 84, it is determined whether or not the switch 44 has selected the step-variable traveling, that is, whether the non-differential state of the power distribution mechanism 16 has been selected by the user. Is done. If the determination in S3 is affirmative, the power distribution mechanism 16 is switched to the differential state in S4 corresponding to the switching control means 50. That engine N _E is maintained at substantially zero by This S4 is differential state of the power distributing mechanism 16 is maintained. If the determination in S3 is negative, in S5 corresponding to the switching control means 50, the automatic switching control between the differential state and the non-differential state of the power distribution mechanism 16 is performed, for example, in the switching diagram (switching in FIG. Map). Since the vehicle state indicated by In the S5 is in the motor drive ie vehicle speed V and output torque T _OUT is in the motor drive region of the low load region, it is maintained differential state of the power distributing mechanism 16 is the engine rotation N _E It is maintained at approximately zero.

As described above, according to this embodiment, by providing the switching clutch C0 and the switching brake B0, a differential state in which the differential action can be activated and a non-differential state in which the differential action is impossible can be selectively performed. The power distribution mechanism 16 configured to be switched is switched to the differential state by the switching control means 50 when the engine 8 is stopped and the motor is driven by only the electric motor, for example, only the second electric motor M2. engine rotational speed N _E is and can be maintained at substantially zero by the differential operation, the drag is suppressed in the engine 8 is not operating and fuel economy is improved.

  In addition, according to the present embodiment, the seesaw type switch 44 for selecting the switching between the differential state and the non-differential state of the power distribution mechanism 16 by manual operation is provided, and the switching control means 50 includes the seesaw type switch. Even if the non-differential state is selected by 44, the power distribution mechanism 16 is switched to the differential state. Therefore, for example, in the low load range where the motor travel is performed, the power distribution mechanism 16 is not The fuel consumption is improved because the differential state has better fuel efficiency than the differential state.

Further, according to the present embodiment, when the engine start possibility determination means 82 determines that the possibility of engine start is high, the switching control means 50 causes the power distribution mechanism 16 to remain in the above state even when the motor is running. Since the engine is switched to the differential state, the engine speed _NE is raised from substantially zero so that the engine 8 can be ignited quickly, and the startability of the engine 8 is improved. To suppress fuel consumption.

  Further, according to the present embodiment, the engine start possibility determination means 82 determines that the engine start possibility is high when the power travel mode is selected by the travel mode selection switch 94. When the vehicle traveling in which performance is important is selected, the engine 8 is quickly started, and the driving performance increases, so that the power performance of the vehicle is improved.

Further, according to the present embodiment, the switching clutch C0 and the switching brake B0 are provided so that the differential action can be selectively switched and the non-differential condition in which the differential action is impossible. When the power distribution mechanism 16 configured as described above stops the engine 8 and the motor is driven by only the electric motor, for example, only the second electric motor M2, the engine start possibility determination means 82 determines that the engine start possibility is high. The engine speed _NE is raised from substantially zero so that the engine 8 is ignited quickly by being switched to the non-differential state by the switching control means 50, and the startability of the engine 8 is improved. For this reason, it is suppressed that fuel consumption falls, and fuel consumption improves.

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

  FIG. 16 is a skeleton diagram for explaining the configuration of the speed change mechanism 70 according to another embodiment of the present invention. FIG. 17 is a view showing the relationship between the gear position of the speed change mechanism 70 and the engagement combination of the hydraulic friction engagement device. FIG. 18 is a collinear diagram illustrating the speed change operation of the speed change mechanism 70.

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

In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 17, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio can be obtained for each gear stage. ing. 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 with a constant gear ratio. Therefore, in the speed change mechanism 70, the differential portion 11 and the automatic speed change portion 72 which are brought into the constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0 operate as a stepped transmission. A speed change state is configured, and the differential part 11 and the automatic speed change part 72 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 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is disabled by not operating the switching clutch C0 and the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 17, 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 second brake B2. A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when transmission mechanism 70 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 17 are released. As a result, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 72 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 72 are achieved. Thus, the rotational speed input to the automatic transmission unit 72, that is, the rotational speed of the transmission member 18 is changed steplessly, and each gear stage has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 18 shows a transmission mechanism 70 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 72 that functions as a stepped transmission unit or a second transmission unit. The collinear diagram which can represent the relative relationship of the rotational speed of each rotation element from which a connection state differs on a straight line is shown. When the switching clutch C0 and the switching brake B0 are released and when the switching clutch C0 or the switching brake B0 is engaged, the rotational speeds of the elements of the power distribution mechanism 16 are the same as those described above.

  The four vertical lines Y4, Y5, Y6, Y7 of the automatic transmission 72 in FIG. 18 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other and the second carrier CA2 The three ring gear R3 represents the second ring gear R2 corresponding to the seventh rotation element (seventh element) RE7. Further, in the automatic transmission 72, the fourth rotating 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, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission 72, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

As shown in FIG. 18, in the automatic transmission unit 72, the first clutch C1 and the second brake B2 are engaged, whereby a vertical line Y7 and a horizontal line X2 indicating the rotation speed of the seventh rotation element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the differential portion 11 to the seventh rotary element RE7 at the same speed as the engine speed N _E is input. 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 fourth speed at the intersection of the horizontal straight line L4 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 A rotational speed of 22 is indicated.

  The speed change mechanism 70 of this embodiment is also composed of the differential part 11 that functions as a continuously variable transmission part or a first transmission part, and an automatic transmission part 72 that functions as a stepped transmission part or a second transmission part. The same effects as those of the above-described embodiment can be obtained.

  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 step S2 of the flowchart of FIG. 15 of the above-described embodiment, the determination of selection of the power travel mode is shown. In this S2, it is determined whether or not there is a high possibility of starting the engine during motor travel. The selection determination of the power running mode is just an example, and it is not necessary to be limited to this. For example, in S <b> 2, it may be determined if the driving wheel torque is requested to increase due to depression of the accelerator, or if the state of charge SOC of the power storage device 60 decreases and power generation by the first electric motor M <b> 1 becomes necessary.

  Further, the engine start possibility determination means 82 of the above-described embodiment is not within the motor travel area after the motor travel determination means 80 determines that the motor is traveling from the driving force source switching diagram shown in FIG. When it is determined that the engine is in the engine travel region, it may be determined that the engine 8 needs to be started. However, in this case, it may be determined whether or not it is necessary to start the engine 8 by the electric motor traveling determination means 80, and it can be said that the electric motor traveling determination means 80 is the engine start possibility determination means 82. The startability determination means 82 is not always necessary.

  Further, the electric motor traveling determination means 80 (step S1) of the above-described embodiment determines whether or not the motor is traveling based on, for example, whether or not it is within the motor traveling region from the driving force source switching diagram shown in FIG. However, for example, information on motor travel may be obtained from the hybrid control means 52 that is performing motor travel.

  Further, the transmission mechanisms 10 and 70 of the above-described embodiment have the continuously variable transmission state that functions as an electrical continuously variable transmission by switching the differential unit 11 between the differential state and the non-differential state. Although it was configured to be able to switch to a stepped transmission state that functions as a stepped transmission, switching between the continuously variable transmission state and the stepped transmission state is switched between the differential state and the non-differential state of the differential unit 11. For example, even if the differential unit 11 is in the differential state, the speed ratio of the differential unit 11 may be changed stepwise instead of continuously so as to function as a stepped transmission. In other words, the differential state / non-differential state of the transmission mechanisms 10 and 70 (differential unit 11) and the continuously variable transmission state / stepped transmission state are not necessarily in a one-to-one relationship. 10 and 70 are not necessarily configured to be switchable between a continuously variable transmission state and a stepped transmission state, and the transmission mechanisms 10 and 70 (the differential unit 11 and the power distribution mechanism 16) are in a differential state and a non-differential state. The present invention can be applied if it can be switched to a state.

  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, it is not necessarily arranged as such, and for example, the first electric motor M1 is operatively connected to the first sun gear S1 and the second electric motor M2 is connected to the transmission member 18 through a gear, a belt, or the like. May be.

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

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

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

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18. However, the second electric motor M2 may be connected to the output shaft 22, or may be connected to a rotating member in the automatic transmission units 20 and 72. Also good.

  In the above-described embodiment, the automatic transmission units 20 and 72 are interposed in the power transmission path between the differential member 11, that is, the transmission member 18 that is the output member of the power distribution mechanism 16 and the drive wheel 38. However, another type of power transmission device such as a continuously variable transmission (CVT), which is a kind of automatic transmission, may be provided. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that power is transmitted exclusively through a mechanical transmission path without using an electric path. Alternatively, in the continuously variable transmission, a plurality of fixed gear ratios are stored in advance so as to correspond to the gear positions in the stepped transmission, and the automatic transmission units 20 and 72 are used by using the plurality of fixed gear ratios. Shifting may be performed. Alternatively, the present invention can be applied even if the automatic transmission units 20 and 72 are not necessarily provided.

  In the above-described embodiment, the automatic transmission units 20 and 72 are 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 on the counter shaft. The automatic transmission units 20 and 72 may be arranged concentrically. In this case, the differential unit 11 and the automatic transmission units 20 and 72 are connected so as to be able to transmit power via, for example, a pair of transmission members composed of a counter gear pair as a transmission member 18, a sprocket and a chain, and the like. Is done.

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

  In addition, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and has three or more stages in the non-differential state (constant speed change state). It may function as a transmission.

  In the above-described embodiment, the shift range is set by operating the shift lever 92 to the “M” position. However, the shift speed is set, that is, the highest speed shift speed of each shift range is set. It may be set as a gear position. In this case, in the automatic transmission units 20 and 72, the gear position is switched and the gear shift is executed. For example, when the shift lever 92 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 92.

  In addition, the switch 44 of the above-described embodiment is a seesaw type switch. For example, a push button type switch, two push button type switches that can be held only alternatively, a lever type switch, Any switch that can selectively switch between at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state), such as a slide switch. In addition, when the switch 44 is provided with a neutral position, a switch capable of selecting whether the selection state of the switch 44 is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch 44 instead of the neutral position.

  Further, the shift state area changing means 86 provided in the switching control means 50 of the above-described embodiment is based on the selection state of the switch 44, for example, a stepped shift control area as shown in the switching diagram of FIG. In the shift control area, all of one area is changed to the other area, but a part of one area may be changed to the other area. Taking FIG. 8 as an example, the determination vehicle speed V1 or the determination output torque T1 is changed so that the region for switching to the shift state selected based on the selection state in the switch 44 is expanded, and the boundary line indicated by the broken line Is moved.

  Further, in FIG. 8 of the above-described embodiment, the stepless speed change control region and the stepped speed change control region are stored in order to switch the speed change state of the speed change mechanism 10, but basically the whole of FIG. In this case, the shift state changing unit 86 changes the whole or a part of FIG. 8 to the stepped control region only when the stepped variable speed travel is selected by the user's operation. In other words, the basic may be stored in advance as a continuously variable transmission state, that is, a continuously variable transmission, and the switching control means 50 may be switched to a continuously variable transmission state only when a stepped variable traveling is selected by a user operation. As a result, the user can select step-variable travel and continuously variable-speed travel only by selecting step-variable travel. In this case, the switch 44 only needs to be able to select at least step-variable travel.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 6 is a collinear diagram illustrating the relative rotational speed of each gear when the drive device for the hybrid vehicle of the embodiment of FIG. FIG. 6 is a diagram illustrating an example of a state of a differential unit (power distribution mechanism) when switched to a continuously variable transmission state (differential state), corresponding to the differential unit of the collinear diagram of FIG. 3. It is. FIG. 6 is a diagram showing a state of a differential portion (power distribution mechanism) when the gear is switched to a constant speed change state (non-differential state, stepped speed change state) by engagement of a switching clutch C0. It is a figure equivalent to the differential part of a diagram. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. A pre-stored shift diagram based on the same two-dimensional coordinates having the vehicle speed and the output torque as parameters, and a pre-stored shift diagram as a basis for the shift determination of the automatic transmission unit and a shift determination of the shift state of the transmission mechanism It is a figure which shows the relationship with the made switching diagram. Driving force source switching indicating a prestored relationship having a boundary line between the engine traveling region and the motor traveling region for switching between the engine traveling and the motor traveling configured by two-dimensional coordinates using the vehicle speed and the output torque as parameters. It is an example of a diagram. FIG. 6 is a diagram illustrating a state where the engine rotation speed is maintained at substantially zero during motor traveling in the differential unit that is in a continuously variable transmission state, and corresponds to the differential unit of the collinear diagram of FIG. 3. It is. FIG. 9 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. 8. It is also a conceptual diagram. It is an example of the change of the engine speed accompanying the upshift in a stepped transmission. It is a seesaw type switch as a switching device, and is an example of a shift state manual selection device operated by a user to select a shift state. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. It is a flowchart explaining the control action of the electronic control unit of FIG. FIG. 3 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 17 is an operation chart for explaining the relationship between the speed change operation and the operation of the hydraulic friction engagement device used therefor when the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 3 is a diagram corresponding to FIG. 2. FIG. 17 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the hybrid vehicle drive device of the embodiment of FIG.

Explanation of symbols

8: Engine 10, 70: Transmission mechanism (drive device)
12: Transmission case (non-rotating member)
16: Power distribution mechanism (differential mechanism)
18: transmission member 20, 72: stepped automatic transmission (stepped automatic transmission)
38: Drive wheel 44: Seesaw type switch (shift state manual selection device)
50: switching control means 82: engine start possibility determination means 94: travel mode selection switch M1: first electric motor M2: second electric motor C0: switching clutch (differential state switching device)
B0: Switching brake (Differential state switching device)

Claims (8)

A control device for a vehicle drive device, comprising: a differential mechanism that distributes engine output to a first motor and a transmission member; and a second motor provided in a power transmission path between the transmission member and a drive wheel. There,
A differential state switching device that selectively switches the differential mechanism between a differential state and a non-differential state;
And a switching control means for switching the differential mechanism to the differential state by the differential state switching device when the motor travels using only the electric motor as a driving force source. . A shift state manual selection device for selecting switching between the differential state and the non-differential state of the differential mechanism by manual operation;
The vehicle drive device according to claim 1, wherein the switching control means switches the differential mechanism to the differential state even when the non-differential state is selected by the shift state manual selection device. Control device. An engine start possibility determination means for determining whether or not the engine start possibility is high,
When the engine start possibility determination means determines that the engine start possibility is high, the switching control means switches the differential mechanism to the non-differential state even when the motor is running. The control device for a vehicle drive device according to claim 1 or 2. A travel mode selection switch for selecting a power travel mode, which is a control mode that causes a vehicle travel state in which power performance is emphasized by manual operation,
4. The control device for a vehicle drive device according to claim 3, wherein the engine start possibility determination means determines that the engine start possibility is high when the power travel mode is selected by the travel mode selection switch. . The differential mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to the transmission member,
The differential state switching device allows the first to third elements to rotate relative to each other in order to enter the differential state, and the first to third elements to enter the non-differential state. The vehicle drive device control device according to any one of claims 1 to 4, wherein both are integrally rotated or the second element is in a non-rotating state. The differential state switching device includes a clutch that interconnects at least two of the first element to the third element and / or the second element to rotate the first element to the third element together. 6. The control device for a vehicle drive device according to claim 5, further comprising a brake that connects the second element to a non-rotating member in order to make the non-rotating state. The vehicle drive device control device according to any one of claims 1 to 6, wherein a stepped automatic transmission is further provided in a power transmission path between the transmission member and the drive wheel. A control device for a vehicle drive device, comprising: a differential mechanism that distributes engine output to a first motor and a transmission member; and a second motor provided in a power transmission path between the transmission member and a drive wheel. There,
A differential state switching device that selectively switches the differential mechanism between a differential state and a non-differential state;
Engine start possibility determination means for determining whether or not engine start possibility is high;
When the motor is driven using only the electric motor as a driving force source, when the engine start possibility determination means determines that the engine start possibility is high, the differential state switching device causes the differential mechanism to move to the non-difference. And a switching control means for switching to a moving state.

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