JP2005351459A - Controller for driving device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for suppressing shift shock caused when switching a power transmission path from a power transmission shutting-off condition to a power transmission possible condition in a driving device for a vehicle provided with a differential mechanism functioning as a gear shift mechanism by differential action and an automatic transmission between the differential mechanism and a driving wheel. <P>SOLUTION: When an operation device 46 for switching to a driving position for selecting the power transmission possible condition and a non-driving position for selecting the power transmission shutting-off condition by manual operation is switched to the non-driving position, rotation speed of a transmission member 18 being an output member of a differential part 11 is controlled in synchronization to rotation speed corresponding to vehicle speed V using electric motors M1, M2 by a transmission member rotation synchronization control means 84 to suppress shift shock even when oil pressure of an engaging device for switching the power transmission path to the power transmission possible condition is first applied when switching the operation device 46 from the non-driving position to the driving position. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a vehicle drive device, and relates to a differential mechanism that functions as a speed change mechanism by differential action, and an automatic speed change that constitutes a part of a power transmission path between the differential mechanism and drive wheels. In particular, the present invention relates to a technique for suppressing a shift shock when the power transmission path is switched from a power transmission cutoff state to a power transmission enabled state.

  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 transmitted electrically using the electric path from the first electric motor to the second electric motor so that the transmission gear ratio is changed electrically, for example, an electric continuously variable transmission, and the engine is optimized. The fuel consumption is improved by being controlled by the control device so that the vehicle travels while maintaining the operating state. The vehicle drive device of Patent Document 1 further includes a stepped automatic transmission in the power transmission path between the output shaft of the differential mechanism and the drive wheels for the purpose of reducing the size of the second electric motor. The whole is configured.

JP 2003-130202 A JP 2003-130203 A JP 2003-127681 A JP-A-11-198668

  Generally, in a vehicle equipped with a stepped automatic transmission, when the power transmission path between the engine and the drive wheels is switched between a power transmission cut-off state and a power transmission enabled state, the power in the stepped automatic transmission is changed. Switch between transmission cut-off state and power transmission enabled state. Further, in order to switch between the power transmission cutoff state and the power transmission enable state, the non-drive position where the power transmission path is in the power transmission cutoff state and the drive position where the power transmission path is in the power transmission enable state are manually operated. A switchable shift operation device is provided in the vehicle.

  Similarly, in the vehicle drive device as shown in Patent Document 1, when the shift operation device is switched between the non-drive position and the drive position, the power transmission path is changed between a power transmission cutoff state and a power transmission enable state. For this purpose, for example, the inside of the stepped automatic transmission is switched between the power transmission cut-off state and the power transmission enabled state by releasing and engaging the engagement device provided in the stepped automatic transmission. During manual shift from the non-drive position to the drive position when the engine directly connected to the differential mechanism is operating, the engine torque is transmitted to the drive wheels via the output shaft of the stepped automatic transmission. The

  Further, in the vehicle drive device disclosed in Patent Document 1, when the power transmission path is in the power transmission cut-off state, each rotation element of the differential mechanism is not restricted by the vehicle speed, that is, the rotation speed of the drive wheel. That is, in the power transmission cutoff state of the power transmission path, the rotational speed of the output shaft of the differential mechanism is not restricted by the rotational speed of the drive wheels.

  However, during the manual shift from the non-drive position to the drive position, if the transmission of the engine torque is started, the relative rotational speed of the engagement device for switching the inside of the stepped automatic transmission to the power transmission enabled state is large. There was a tendency for the engagement shock to increase. Therefore, depending on the rotational speed of the output shaft of the differential mechanism, the relative rotational speed of the engagement device increases, and a shift shock may occur during a manual shift from the non-driving position to the driving position.

  The present invention has been made in the background of the above circumstances, and its object is to provide a differential mechanism that functions as a speed change mechanism by a differential action, and a power between the differential mechanism and a drive wheel. To provide a control device that suppresses a shift shock when a power transmission path is switched from a power transmission cut-off state to a power transmission enabled state in a vehicle drive device including an automatic transmission that constitutes a part of the transmission path. It is in.

  That is, the gist of the invention according to claim 1 is that: (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member; and a power transmission path between the transmission member and the drive wheels. A differential unit having a second electric motor provided and functioning as an electrical differential device; and (b) an automatic transmission unit that constitutes a part of the power transmission path and functions as an automatic transmission. (C) an engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cutoff state; and (d) the power by the engagement device. An operating device that is manually switched between a driving position for selecting switching to the transmission enabled state and a non-driving position for selecting switching to the power transmission cutoff state by the engagement device; and (e) the operation The device is in the non-driven position Transmission member rotation synchronization control means for synchronously controlling the rotation speed of the transmission member to be a rotation speed corresponding to the vehicle speed using the first electric motor and / or the second electric motor. , To include.

  According to this configuration, in the drive device including the differential mechanism that enables the differential portion to perform an electrical differential operation, the engagement device that selectively switches the power transmission path between the power transmission enable state and the power transmission cutoff state. The operating device that is manually switched to the non-driving position is switched between the driving position for selecting the switching to the power transmission enabled state by the operation and the non-driving position for selecting the switching to the power transmission cutoff state by the engaging device. In this case, the rotation speed of the transmission member, which is the output member of the differential unit, is synchronously controlled to the rotation speed corresponding to the vehicle speed using the first motor and / or the second motor by the transmission member rotation synchronization control means. Therefore, when the operating device is switched from the non-driving position to the driving position, the engagement device is used to switch the power transmission path to a power transmission enabled state. Be engaged shift shock is suppressed. Moreover, since it engages in the state in which the relative rotation of the engaging device was suppressed, the durability of the engaging device is improved.

  In the invention according to claim 2, the transmission member rotation synchronization control means synchronously controls the rotation speed of the transmission member so that the rotation speed corresponds to the vehicle speed in consideration of the gear ratio of the automatic transmission unit. Is. In this case, the rotational speed of the transmission member is set to the input rotational speed of the automatic transmission unit that is uniquely determined based on the vehicle speed and the gear ratio of the automatic transmission unit. Shift shock is suppressed even when engaged.

  In the invention according to claim 3, the transmission member rotation synchronization control means sets the rotation speed of the transmission member to a rotation speed corresponding to a vehicle speed when the operating device is switched from the non-drive position to the drive position. Thus, when the synchronous control cannot be performed, the engagement pressure of the engagement device is controlled to gradually increase. In this way, torque is transmitted more smoothly than in the case where the engagement device is suddenly engaged, and shift shock is suppressed.

  In the invention according to claim 4, the transmission member rotation synchronization control means does not execute the synchronization control of the rotation speed of the transmission member when the motor travels with the engine stopped and only the electric motor as a driving force source. It is. In other words, since engine torque is not transmitted when the engine is stopped, there is no need to suppress shift shock when the operating device is switched from the non-driving position to the driving position, and therefore synchronous control of the rotational speed of the transmission member is not executed. In this case, for example, the engagement pressure of the engagement device is controlled to increase gradually.

  The gist of the invention according to claim 5 is that: (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member; and a power transmission path between the transmission member and the drive wheels. A differential unit having a second electric motor provided and functioning as an electrical differential device; and (b) an automatic transmission unit that constitutes a part of the power transmission path and functions as an automatic transmission. (C) an engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cutoff state; and (d) the power by the engagement device. An operating device that is manually switched between a driving position for selecting switching to the transmission enabled state and a non-driving position for selecting switching to the power transmission cutoff state by the engagement device; and (e) the operation Device to the non-driven position When the rotation speed of the engine is higher than or equal to a predetermined engine rotation speed, the rotation speed of the transmission member is set to be equal to or lower than the predetermined transmission member rotation speed using the first electric motor and / or the second electric motor. And a transmission member rotation control means for controlling so as to be.

  According to this configuration, in the drive device including the differential mechanism that enables the differential portion to perform an electrical differential operation, the engagement device that selectively switches the power transmission path between the power transmission enable state and the power transmission cutoff state. The operating device that is manually switched to the non-driving position is switched between the driving position for selecting the switching to the power transmission enabled state by the operation and the non-driving position for selecting the switching to the power transmission cutoff state by the engaging device. When the rotational speed of the engine is equal to or higher than the predetermined engine rotational speed, the rotational speed of the transmission member, which is the output member of the differential unit, is transmitted by the transmission member rotation control means using the first electric motor and / or the second electric motor. Is controlled to be equal to or lower than the predetermined transmission member rotation speed, so that it is activated when the operating device is switched from the non-drive position to the drive position. The engagement device shift shock even engaged is suppressed to switch the transmission path to the power transmitting state. Moreover, since it engages in the state in which the relative rotation of the engaging device was suppressed, the durability of the engaging device is improved.

  According to a sixth aspect of the present invention, when the operation device is switched from the non-drive position to the drive position, the transmission member rotation control means gradually increases the engagement pressure of the engagement device. It is something to control. In this way, torque is transmitted more smoothly than in the case where the engagement device is suddenly engaged, and shift shock is suppressed.

  The invention according to claim 7 further includes torque down control means for reducing torque input to the automatic transmission unit, wherein the torque down control means is configured such that the operating device is switched from the non-drive position to the drive position. The output torque of the engine is reduced. If it does in this way, the torque transmitted at the time of engagement of an engaging device will be reduced, and shift shock will be controlled.

  The invention according to claim 8 further includes torque down control means for reducing torque input to the automatic transmission unit, wherein the torque down control means is configured such that the operating device is switched from the non-drive position to the drive position. In this case, the electric motor is used to suppress the inertia torque generated with the change in the rotation speed of the transmission member or generate a torque that cancels the inertia torque. If it does in this way, the torque transmitted at the time of engagement of an engaging device will be reduced, and shift shock will be controlled.

  A gist of the invention according to claim 9 is that: (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member; and a power transmission path between the transmission member and the drive wheels. A differential unit having a second electric motor provided and functioning as an electrical differential device; and (b) an automatic transmission unit that constitutes a part of the power transmission path and functions as an automatic transmission. (C) an engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cutoff state; and (d) the power by the engagement device. An operation device that is manually switched between a driving position for selecting switching to a transmission enabled state and a non-driving position for selecting switching to the power transmission cutoff state by the engagement device; and (e) the operation Device to the non-driven position When being Rikae includes a differential section neutral control means for controlling the differential portion such that the neutral state is to contain.

  According to this configuration, in the drive device including the differential mechanism that enables the differential portion to perform an electrical differential operation, the engagement device that selectively switches the power transmission path between the power transmission enable state and the power transmission cutoff state. An operating device that is manually switched to a non-driving position between a driving position for selecting switching to a power transmission-enabled state by a non-driving position and a non-driving position for selecting switching to a power transmission cut-off state by its engaging device. When switching, the differential unit neutral control means controls the differential unit to be in a neutral state, so there is no transmission torque when the operating device is switched from the non-driving position to the driving position. Even when the engagement device is engaged to switch the power transmission path to the power transmission enabled state, the shift shock is suppressed.

  In the invention according to claim 10, the differential unit neutral control means controls the differential unit to be in a neutral state by idling the electric motor. In this way, energy loss for controlling the electric motor can be suppressed.

  In the invention according to claim 11, the automatic transmission unit is a stepped automatic transmission, and the engagement device is used to establish a shift stage of the stepped automatic transmission. When the operating device is switched to the non-drive position, the stepped automatic transmission is brought into a power transmission cut-off state by the engaging device. If it does in this way, a power transmission path can be easily made into a power transmission interruption state at the time of a non-driving position of an operating device.

  According to a twelfth aspect of the present invention, the differential mechanism has a difference between a differential state in which the differential unit can be electrically differentially operated and a non-differential state in which the electrical differential operation is not possible. A differential state switching device for selectively switching the moving mechanism, and when the operating device is switched to the non-driving position, the differential mechanism is brought into a differential state by the differential state switching device. Is. According to this configuration, the differential mechanism is configured to be switchable between the differential state and the non-differential state, and when the operating device is switched from the non-drive position to the drive position, the first electric motor and / or the first Control for suppressing shift shock using two electric motors can be executed promptly. Moreover, the control which reduces an inertia torque using the said electric motor may be performed as needed.

  In the invention according to claim 13, the differential mechanism includes a first element connected to the engine, a second element connected to the first electric motor, and a third element connected to the transmission member. The differential state switching device has a first element to a third element that can rotate relative to each other in order to enter the differential state, and a first element that enters the non-differential state. Thru | or a 3rd element is rotated together, or the 2nd element is made 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.

  In the invention according to claim 14, the differential state switching device causes at least two of the first to third elements to mutually rotate in order to integrally rotate the first to third elements together. A clutch to be connected and / or a brake for connecting the second element to a non-rotating member to bring the second element into a non-rotating state are provided. In this way, the differential mechanism can be easily switched between the differential state and the non-differential state.

  The gist of the invention according to claim 15 is that: (a) a differential mechanism that distributes engine output to the first electric motor and the transmission member; and a power transmission path between the transmission member and the drive wheels. A differential unit having a second electric motor provided and functioning as an electrical differential device; and (b) an automatic transmission unit that constitutes a part of the power transmission path and functions as an automatic transmission. (C) a differential state switching device provided in the differential mechanism, for selectively switching the differential portion between a differential state and a non-differential state; (d) an engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cut-off state; and (e) a selection for switching to the power transmission enable state by the engagement device. Switching to the power transmission cutoff state by the drive position and its engagement device An operating device that is manually switched to a non-driving position for selecting, and (f) when the operating device is switched to the non-driving position, the differential unit is differentially operated by the differential state switching device. And a rotation control means for controlling the rotation speed of the transmission member using the first electric motor and / or the second electric motor.

  According to this configuration, in the drive device including the differential mechanism configured to selectively switch the differential unit between the differential state and the non-differential state, the power transmission path is in the power transmission enable state and the power transmission cutoff state. By manual operation, a driving position for selecting switching to a power transmission enabled state by an engagement device that selectively switches between and a non-driving position for selecting switching to a power transmission cut-off state by the engaging device When the operation device to be switched is switched to the non-driving position, the differential section is set to the differential state by the differential state switching device, and the rotation control means uses the first motor and / or the second motor to make a difference. Since the rotation speed of the transmission member that is the output member of the moving part can be controlled, the degree of freedom in controlling the rotation speed of the transmission member in the non-driving position is ensured. For example, when the operating device is switched from the non-driving position to the driving position, control for suppressing shift shock can be quickly executed using the first electric motor and / or the second electric motor.

  In the invention according to claim 16, the rotation speed of the transmission member is controlled by the rotation control means so that the rotation speed of the transmission member corresponds to the vehicle speed using the first electric motor and / or the second electric motor. Synchronous control is performed so that the rotation speed is achieved. According to this configuration, the differential mechanism is configured to be switchable between the differential state and the non-differential state, and when the operating device is switched from the non-drive position to the drive position, the first electric motor and / or the first Control for suppressing shift shock using two electric motors can be executed promptly. That is, when the operating device is switched to the non-driving position, the rotation control means uses the first electric motor and / or the second electric motor, and the rotational speed of the transmission member that is the output member of the differential unit corresponds to the vehicle speed. Since the control is synchronized with the rotation speed, shift shock is suppressed even when the engagement device is engaged to switch the power transmission path to a power transmission enabled state when the operating device is switched from the non-drive position to the drive position. Is done. Moreover, since it engages in the state in which the relative rotation of the engaging device was suppressed, the durability of the engaging device is improved. Moreover, the control which reduces an inertia torque using the said electric motor may be performed as needed.

  Here, it is preferable that the differential mechanism is an electric differential device in which the first to third rotating elements can be rotated relative to each other by releasing the clutch and the brake. The transmission is a transmission having a gear ratio of 1 by the engagement of the clutch, or the speed-up transmission having a transmission ratio of less than 1 by the engagement of the brake. In this way, the differential mechanism can be configured to be switched between the differential state and the non-differential state, and can also be configured as a transmission having a single gear ratio or a plurality of gear ratios.

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

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

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

  FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 that constitutes a part of a drive device of a hybrid vehicle to which a control device according to an embodiment of the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A differential member 11 directly connected to the input shaft 14 or directly via a pulsation absorbing damper (vibration damping device) (not shown), and a transmission member in a power transmission path between the differential unit 11 and the drive wheel 38 An automatic transmission unit 20 as a stepped automatic transmission connected in series via a (transmission shaft) 18 and an output shaft 22 as an output rotating member connected to the automatic transmission unit 20 are connected in series. I have. The speed change mechanism 10 is preferably used in an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is directly connected to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a driving power source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of driving wheels 38 and drives the power from the engine 8 as shown in FIG. The differential gear device (final reduction gear) 36 constituting a part of the power transmission path as another part of the device and the pair of axles are sequentially transmitted to the 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. Further, as described above, in the transmission mechanism 10 of the present embodiment, the engine 8 and the differential unit 11 are directly connected. This direct connection means that the connection is made without using a hydraulic power transmission device such as a torque converter or a fluid coupling, and the connection via the pulsation absorbing damper or the like is included directly.

  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 motor M1 and the second motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 has at least a motor (electric motor) function for outputting 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, a differential state in which differential action is possible is made, 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 electric energy generated from the first electric motor M1, and the second electric motor M2 is rotationally driven. Therefore, the differential unit 11 (power distribution mechanism 16) is an electric differential device. For example, the differential unit 11 is set to a so-called continuously variable transmission state (electric CVT state), and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. It is. That is, when the power distribution mechanism 16 is in the differential state, the differential unit 11 is also in the differential state, and the differential unit 11 has a gear ratio γ0 (rotational speed of the input shaft 14 / rotational speed of the transmission member 18). A continuously variable transmission state that functions as an electrical continuously variable transmission that is continuously changed from the minimum value γ0min to the maximum value γ0max is obtained.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 is in a non-differential state in which the differential action cannot be performed, that is, the differential operation is not possible. 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 certain first sun gear S1, the first carrier CA1, and the first ring gear R1 are in a locked state in which they are rotated, that is, integrally rotated, and are in a non-differential state incapable of differential operation, the differential unit 11 is also non-differential. It is in a moving state. Further, since the rotation of the engine 8 and the rotation speed of the transmission member 18 coincide with each other, the differential unit 11 (power distribution mechanism 16) is a constant functioning as a transmission in which the speed ratio γ0 is fixed to “1”. A shift state is set. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 16 is in a locked state in which the first sun gear S1 is brought into a non-rotating state. As a result, the differential unit 11 is also set to the non-differential state because the differential operation is disabled. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1, the power distribution mechanism 16 functions as a speed increase mechanism, and the differential unit 11 (power distribution mechanism 16) has a gear ratio γ0. A constant speed change state that functions as a speed-up transmission fixed at a value smaller than “1”, for example, about 0.7 is set. Thus, in this embodiment, the switching clutch C0 and the switching brake B0 change the differential unit 11 (power distribution mechanism 16) between the differential state and the non-differential state, that is, the differential unit 11 (power distribution mechanism). 16) an electric differential device, for example, a continuously variable transmission state that operates as a continuously variable transmission in which a gear ratio can be continuously changed, and a gear ratio change that does not operate as a continuously variable transmission but does not operate a continuously variable transmission. In a locked state in which the gear is fixed, that is, a constant transmission state that operates as a single-stage or multiple-stage transmission with one or more gear ratios, in other words, a single-stage or multiple-stage transmission that has a constant transmission ratio. It functions as a differential state switching device that selectively switches to a constant shift state.

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

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2, and the case 12 via the first brake B1. The second carrier CA2 is selectively connected to the case 12 via the second brake B2, the fourth ring gear R4 is selectively connected to the case 12 via the third brake B3, The two ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22, and the third ring gear R3 and the fourth sun gear S4 are integrally connected to connect the first clutch C1. And selectively connected to the transmission member 18. As described above, the automatic transmission unit 20 and the transmission member 18 are selectively connected via the first clutch C1 or the second clutch C2 used to establish the gear position of the automatic transmission unit 20. In other words, the first clutch C1 and the second clutch C2 can transmit power through the power transmission path between the transmission member 18 and the automatic transmission unit 20, that is, between the differential unit 11 (transmission member 18) and the drive wheel 38. It functions as an engagement device that selectively switches between a state and a power transmission cut-off state. That is, when at least one of the first clutch C1 and the second clutch C2 is engaged, the power transmission path is brought into a power transmission enabled state, or the first clutch C1 and the second clutch C2 are released. Thus, the power transmission path is brought into a power transmission cutoff state.

  The 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 one of the switching clutch C0 and the switching brake B0, and is not operated by engaging neither the switching clutch C0 nor the switching brake B0. It is switched to the step shifting state. 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, “1” due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ A second speed gear stage of about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the first brake B1, for example," A third gear that is approximately 1.424 "is established, and the gear ratio γ4 is smaller than the third gear, for example," 3 "due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. The fourth speed gear stage that is about .000 "is established, and the gear ratio γ5 is smaller than the fourth speed gear stage by engagement of the first clutch C1, the second clutch C2, and the switching brake B0, for example,“ A fifth gear stage of about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, a reverse gear stage in which the gear ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when transmission mechanism 10 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 2 are released. 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.

For example, when switching to the continuously variable transmission state (differential state) by releasing the switching clutch C0 and the switching brake B0, the reaction force generated by the first motor M1 is controlled to control the straight line L0 and the vertical line Y1. When the rotation of the first sun gear S1 indicated by the intersection point is raised or lowered, the rotational speed of the first ring gear R1 indicated by the intersection point between the straight line L0 and the vertical line Y3 is lowered or raised. Further, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is brought into a non-differential state in which the three rotating 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 the intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2, and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. Power from the aforementioned first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Is entered. However, when the switching brake B0 in place of the switching clutch C0 is engaged, the drive force received from the differential portion 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, second The output shaft of the fifth speed at the intersection of the horizontal straight line L5 determined by engaging the clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotation element RE7 connected to the output shaft 22 A rotational speed of 22 is indicated.

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

The electronic control unit 40, from the sensors and switches shown in FIG. 4, a signal indicating the engine coolant temperature signal representative of a shift position P _SH, the signal indicative of engine rotational speed N _E is the rotational speed of the engine 8, the gear ratio sequence A signal indicating a 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, and an oil temperature signal indicating the operating oil temperature of the automatic transmission unit 20. , A signal indicating a side 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, Acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight signal indicating vehicle weight, wheel speed of each drive wheel A wheel speed signal indicating, a signal indicating the presence or absence of a stepped switch operation for switching the differential portion 11 to a constant speed change state (non-differential state) in order to cause the speed change mechanism 10 to function as a stepped transmission, A signal indicating the presence or absence of a continuously variable switch operation for switching the differential unit 11 to a continuously variable transmission state (differential state) in order to function as a continuously variable transmission, a signal indicating the rotational speed NM1 of the first electric motor M1, 2 A signal indicating the rotational speed NM2 of the electric motor 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. 5 is a functional block diagram for explaining a main part of the control function by the electronic control unit 40. In FIG. 5, the stepped shift control means 54 is, for example, a vehicle speed V and 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 speed change of the speed change mechanism 10 should be executed, that is, the speed change stage of the speed change mechanism 10 is determined and the automatic speed change control of the automatic speed change unit 20 is executed To do. For example, the stepped shift control means 54 engages and / or releases the hydraulic friction engagement device excluding the switching clutch C0 and the switching brake B0 so that the shift stage is achieved according to the engagement table shown in FIG. The command is output to the hydraulic control circuit 42.

The hybrid control means 52 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the differential unit 11, while driving force between the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the distribution of the power and the reaction force generated by the first electric motor M1 so as to be optimized. For example, at the 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. In other words, the hybrid control means 52 be a rotational speed of the gear ratio, i.e., the power transmitting member 18 of the same vehicle speed and the same automatic shifting portion 20 are the same, the engine rotational speed N _E by controlling the amount of power generated by the first electric motor M1 Can be controlled.

The hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control, transmission member determined by the gear position of the engine rotational speed N _E for example target engine speed N _E ^* and the vehicle speed V and the automatic shifting portion 20 is determined to operate the engine 8 in an operating region at efficiency 18 The differential unit 11 is caused to function as an electrical continuously variable transmission in order to match the rotational speed of the motor. That is, the hybrid control means 52 performs an experiment in advance so as to achieve both drivability and fuel efficiency during continuously variable speed travel in two-dimensional coordinates using the engine speed _NE and engine torque T _E stored in advance as parameters. For example, an engine output necessary for satisfying the required driving force is stored so that the engine 8 can be operated along the optimal curve. determines the target value of the overall speed ratio γT of the transmission mechanism 10 such that the engine torque T _E and the engine rotational speed N _E for generating, controlling the speed ratio γ0 of the differential portion 11 so as to obtain the target value Then, the total gear ratio γT is controlled within the changeable range, for example, 13 to 0.5.

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

  In addition, the hybrid control means 52 can start and run the motor using only the electric motor, for example, only the second electric motor M2 as a driving force source by the electric CVT function of the differential section 11 regardless of whether the engine 8 is stopped or in an idle state. . Further, when the hybrid control means 52 starts the vehicle using the engine 8 as a driving force source instead of the motor start, that is, when the engine starts, the hybrid control means 52 controls the reaction force generated by the power generation of the first electric motor M1 to control the power distribution mechanism. The rotational speed of the transmission member 18 is increased by the differential action of 16 to control the engine start. As described above, the motor start is usually executed with priority, but this engine start control is also normally executed depending on the vehicle state.

Further, the hybrid control means 52 can maintain the operating state of the engine 8 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or at a low vehicle speed. For example, when the state of charge SOC of the power storage device 60 is reduced when the vehicle is stopped and power generation by the first electric motor M1 is required, the first electric motor M1 is generated by the power of the engine 8, and the first electric motor M1 is generated. pulled rotational speed of the engine rotational speed N _E by the differential function of the power distribution mechanism 16 also the rotational speed of the second electric motor M2 which is uniquely determined by the vehicle speed V becomes zero by the vehicle stopped state (substantially zero) Is maintained at a speed higher than the autonomous rotation speed.

Further, the hybrid control means 52 controls the first motor rotation speed NM1 and / or the second motor rotation speed NM2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling, and the engine rotation. It is to maintain the speed N _E constant. In other words, the hybrid control means 52 can be a first-motor rotation speed NM1 and the second electric motor rotation speed NM2 to any rotational speed, while maintaining the engine speed N _E constant. For example, the hybrid control means 52 as can be seen from the diagram of FIG. 3 when pulling the second electric motor rotation speed NM2 is a reduction of the second electric motor rotation speed NM2 while maintaining the engine speed N _E at a constant The first motor rotation speed NM1 is increased.

  Further, the hybrid control means 52 cannot transmit torque to the differential unit 11 by causing the first electric motor M1 and the second electric motor M2 to idle, that is, no reaction force is generated by the first electric motor M1 and the second electric motor M2. The state, that is, the state equivalent to the state where the power transmission path in the differential unit 11 is interrupted can be obtained.

  The speed-increasing gear stage determining means 62 determines, for example, the shift line based on the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the transmission mechanism 10 is in the stepped shift state. It is determined 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 speed gear stage, in accordance with the shift diagram shown in FIG.

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. For example, FIG. 2 stored in advance in the shift diagram storage means 56 shows the hydraulic friction engagement devices selected in the shift control at this time, that is, combinations of operations of C0, C1, C2, B0, B1, B2, and B3. Show. 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. 6 stored in advance in the shift diagram storage means 56 is output. In this case, the automatic transmission is performed by the stepped shift control means 54 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the 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.

6 will be described in detail. FIG. 6 is a shift diagram (relationship) stored in advance in the shift diagram storage means 56, which is a basis for the shift determination of the automatic transmission unit 20, and relates to the vehicle speed V and the 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. 6 is an upshift line, and the alternate long and short dash line is a downshift line. 6 indicates the determination vehicle speed V1 and the determination output torque T1 for determining the stepped control region and the stepless control region by the switching control means 50. That is, the broken line in FIG. 6 indicates a high vehicle speed determination line that is a series of determination vehicle speeds V1 that are preset high-speed traveling determination values for determining high-speed traveling of the hybrid vehicle, and a driving force related to the driving force of the hybrid vehicle. For example, a high output travel determination line that is a series of determination output torque T1 that is a preset high output travel determination value for determining high output travel in which the output torque T _OUT of the automatic transmission unit 20 is high output. Is shown. Further, as indicated by a two-dot chain line with respect to the broken line in FIG. 6, hysteresis is provided for determination of the stepped control region and the stepless control region. In other words, the area or FIG. 6 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. 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 vehicle acceleration, for example, the accelerator opening or a throttle opening (or the intake air amount, air-fuel ratio, fuel injection amount) the actual value of such engine torque T _E that is calculated on the basis of the on and the engine rotational speed N _E Alternatively, it may be an estimated value such as engine torque _TE or 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 in accordance with the characteristics of the first electric motor M1 that can be disposed with the maximum energy output reduced.

7, the engine output as a boundary for the area determining which of the step-variable control region and the continuously variable control region by switching control means 50 and the engine rotational speed N _E and engine torque T _E as a parameter 5 is a switching diagram (switching map, relationship) stored in advance in, for example, the shift diagram storage means 56 having lines. Switching control means 50, based on the switching diagram of FIG. 7 with the engine rotational speed N _E and engine torque T _E in place of the switching diagram of Figure 6, those of the engine speed N _E and engine torque T _E It may be determined whether the vehicle state represented by is in the stepless control region or in the stepped control region. FIG. 7 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 6 is also a switching line relocated on the two-dimensional coordinates using the vehicle speed V and the output torque T _OUT as parameters based on the relationship diagram (map) in FIG.

As shown in the relationship of FIG. 6, stepped control is performed in a high torque region where the output torque T _OUT is equal to or higher than the predetermined determination output torque T1, or a high vehicle speed region where the vehicle speed V is equal to or higher than the predetermined determination vehicle speed V1. Since it is set as a region, the stepped variable speed travel is executed at the time of a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed, and the continuously variable speed travel is performed at a relatively low torque of the engine 8. The engine 8 is executed at a low driving torque or at a relatively low vehicle speed, that is, in a normal output range of the engine 8. Similarly, as indicated by the relationship shown in FIG. 7, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or a high-speed drive region in which, or high output region where the engine output is higher than the predetermined calculated from engine torque T _E and the engine speed N _E, because it is set as a step-variable control region, relatively high torque of the step-variable shifting running the engine 8 This is executed at a relatively high rotational speed or at a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It is supposed to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 7 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

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

  FIG. 9 is a diagram showing an example of the operation device 46 for switching the plurality of types of shift positions shown in FIG. 5 by manual operation. The operating device 46 includes a shift lever 48 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions. For example, as shown in the engagement operation table of FIG. 2, the shift lever 48 is a power transmission path in the speed change mechanism 10, that is, in the automatic speed change unit 20 so that neither of the engagement devices of the clutch C 1 and the clutch C 2 is engaged. A neutral position, ie, a neutral state in which the engine is cut off, and a parking position “P (parking)” for locking the output shaft 22 of the automatic transmission unit 20, a reverse traveling position “R (reverse)” for reverse traveling, a transmission mechanism Manual operation to a neutral position “N (neutral)”, a forward automatic shift travel position “D (drive)”, or a forward manual shift travel position “M (manual)” to be in a neutral state where the power transmission path in 10 is cut off It is provided to be.

  The shift positions indicated by the “P” to “M” positions are the non-travel positions of the “P” position and the “N” position, for example, as shown in the engagement operation table of FIG. Non-drive for selecting switching to the power transmission cut-off state of the power transmission path by the clutch C1 and the clutch C2 that disables driving of the vehicle in which the power transmission path in the automatic transmission unit 20 is released so that both are released. It is a position. Further, the travel positions of the “R” position, the “D” position, and the “M” position are such that at least one of the clutch C1 and the clutch C2 is engaged as shown in the engagement operation table of FIG. It is also a drive position for selecting switching to a power transmission enabled state of the power transmission path by the clutch C1 and / or the clutch C2 that enables driving of the vehicle to which the power transmission path in the automatic transmission unit 20 is connected. 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, for example, in the longitudinal direction of the vehicle, and when the shift lever 48 is operated to the “M” position, Any of the “D” range to the “L” range is selected in accordance with the operation of the shift lever 48. Specifically, the “M” position is provided with an upshift position “+” and a downshift position “−” in the front-rear direction of the vehicle, and the shift lever 48 is provided with the upshift position “+”. ”Or the downshift position“ − ”, one of the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range selected at the “M” position are the high speed side (the shift ratio is less than the total shift ratio γT in which the automatic shift control of the transmission mechanism 10 is possible). The minimum speed range is a plurality of speed ranges with different total gear ratios γT, and the speed range of the gear speed (gear speed) is limited so that the maximum speed gear speed at which the automatic transmission 20 can change the speed is different. It is. The shift lever 48 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. Further, the operating device 46 is provided with a shift position sensor 49 for detecting each shift position of the shift lever 48. The signal _PSH indicating the shift position of the shift lever 48, the number of operations at the "M" position, etc. Is output to the electronic control unit 40.

For example, when the “D” position is selected by operating the shift lever 48, the shift control means 50 automatically switches the shift state of the transmission mechanism 10 based on the shift map and the switch map stored in advance as shown in FIG. The control is executed, the continuously variable transmission control of the differential unit 11 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 where the mechanism 10 is switched to the continuously variable speed state, the speed change mechanism 10 has a continuously variable gear ratio range of the differential unit 11 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 48, the switching control means 50, the hybrid control means 52, and the stepped gear are set so as not to exceed the highest 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 is switched to a continuously variable speed state, the speed change mechanism 10 automatically shifts within the range of the continuously variable speed ratio range of the differential unit 11 and the shift speed range of the automatic transmission unit 20 according to each shift 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.

Returning to FIG. 5, the shift position determination means 80 determines which position of the shift lever 48 is currently based on the signal _PSH indicating the shift position of the shift lever 48 from the shift position sensor 49, or whether the shift lever 48 is It is determined to which position it was operated. For example, the shift position determination unit 80 determines whether the shift position of the shift lever 48 is the “N” position or the “P” position based on the signal P _SH indicating the shift position. Further, for example, the shift position determination means 80 operates the shift position of the shift lever 48 from the “N” position or “P” position to the “R” position or “D” position based on the signal P _SH indicating the shift position. It is determined whether or not.

The vehicle state reading means 82 stores in advance corresponding to the vehicle speed V, the engine rotational speed N _E , and each shift stage of the automatic transmission unit 20 based on signals input to the electronic control unit 40 from each sensor provided in the vehicle. Read the gear ratio.

  In the operating device 46 of the present embodiment, as is apparent from FIG. 9, when the shift lever 48 is in the “P” position, the shift lever 48 is operated to the “R” position, and the shift lever 48 is in the “N” position. In this case, the power transmission path is switched from the power transmission cutoff state to the power transmission enabled state by operating to the “R” position or “D” position.

  Therefore, when the shift lever determining unit 80 determines that the shift lever 48 is in the “P” position, the vehicle state reading unit 82 moves backward in preparation for the shift lever 48 being operated to the “R” position. The reverse gear ratio “3.209” is read as shown in the gear ratio, for example, the engagement operation table of FIG. Further, when the shift position determination unit 80 determines that the shift lever 48 is in the “N” position, the vehicle state reading unit 82 operates the shift lever 48 to the “R” position or the “D” position. In preparation, the reverse gear ratio and the first speed gear ratio, for example, the reverse gear ratio “3.209” and the first speed gear ratio “3.357” are read as shown in the engagement operation table of FIG.

  It is also assumed that the shift lever 48 is operated to the “N” position while the vehicle is traveling. In this case, the vehicle state reading means 82 is stored in advance in, for example, the shift diagram storage means 56 by the stepped shift control means 54 in preparation for being operated from the “N” position to the “D” position. The gear ratio corresponding to the gear position of the automatic transmission unit 20 determined based on the vehicle state from the six shift diagrams is read.

  The transmission member rotation synchronization control means 84 includes transmission member target rotation calculation means 86 for calculating a target rotation speed of the output member of the differential section 11, that is, the transmission member 18, and the shift lever 48 is switched to the non-driving position. When the engine is in operation, the rotation speed of the transmission member 18 is calculated by the transmission member target rotation calculation means 86 using the first electric motor M1 and / or the second electric motor M2, and the target rotation speed of the transmission member 18 is calculated. Synchronous control is performed. When the engine is switched to the non-driving position, the engine water temperature is lower than that during steady running, so that it is necessary to warm up the engine by operating the engine. When power generation by the first electric motor M1 is necessary, when there is a shortage of driving current for auxiliary equipment such as an air conditioner or when it is necessary to drive the auxiliary equipment by the engine 8, or the vehicle uses the engine as a driving power source. A case where the traveling engine is running is assumed.

When the shift lever 48 is manually operated from the non-drive position to the drive position, at least one of the engagement devices of the first clutch C1 and the second clutch C2 is engaged, so that the engine torque _TE is automatically set. It is transmitted to the drive wheel 38 via the transmission 20. At this time, it is generally desired that the engagement of the engagement device be performed promptly. On the other hand, there is a possibility that an engagement shock is generated by the engagement of the engagement device. Therefore, the transmission member rotation synchronization control means 84 executes synchronization control of the transmission member 18 in order to suppress a shift shock when the shift lever 48 is manually operated from the non-drive position to the drive position.

Specifically, when the first clutch C1 and / or the second clutch C2 are engaged, the transmission member is engaged so that the relative rotational speeds of the first clutch C1 and the second clutch C2 are suppressed. When the shift lever 48 is switched to the non-driving position, the target rotation calculating means 86 is uniquely determined from the vehicle speed V and the gear ratio, for example, the vehicle speed V and the gear ratio read by the vehicle state reading means 82. The input rotational speed N _IN (= output shaft rotational speed N _OUT × gear ratio γ) of the automatic transmission 20 when the first clutch C1 and / or the second clutch C2 is engaged is calculated, that is, the rotational speed of the transmission member 18 is calculated. Thus, the target rotation speed of the transmission member 18 is set. For example, when the vehicle speed V at which the vehicle is stopped is zero, the target rotational speed of the transmission member 18 is zero, and when the shift lever 48 is operated to the “N” position while the vehicle is traveling forward, the transmission member The target rotational speed 18 is calculated from the vehicle speed V and the gear ratio of the forward travel speed, for example, the first speed gear ratio.

Next, the transmission member rotation synchronization control means 84 keeps the power distribution mechanism 16 in the differential state without engaging either the switching clutch C0 or the switching brake B0 with the switching control means 50, or switches to the differential state. The second electric motor rotation speed _NM2 is synchronously controlled toward the target rotation speed of the transmission member 18 by using the first electric motor M1 and / or the second electric motor M2 by the electric continuously variable transmission of the differential unit 11. A command is output to the hybrid control means 52. At this time, the transmitting member rotational synchronization control means 84, the engine rotational speed N _E read by said vehicle condition reading means 82 to the engine rotational speed N _E, for example, using the first electric motor M1 and / or the second electric motor M2 Thus, it may be maintained substantially constant. In the engagement operation period of the first clutch C1 and / or the second clutch C2 when the shift lever 48 is operated from the non-drive position to the drive position, the relative rotational speeds of the first clutch C1 and the second clutch C2 are Since it is in the suppressed state, the transmission member rotation synchronization control means 84 sends the stepped shift control means 54 to the first clutch C1 and / or the second clutch C2 when the first clutch C1 and / or the second clutch C2 are engaged. Even if the hydraulic pressure is gradually increased instead of gradually increasing, the engagement shock does not occur or is reduced.

  In addition, the transmission member rotation synchronization control means 84 sends the first clutch C1 and the stepped shift control means 54 to suppress the engagement shock when the rotation speed of the transmission member 18 cannot be synchronously controlled to the target rotation speed. / Or gradually increase the hydraulic pressure of the second clutch C2 instead of first applying it. The case where the synchronous control cannot be performed so as to achieve the target rotational speed means that, for example, if the rotational speed permitted as the synchronous rotational speed obtained in advance through experiments or the like is not reached within a predetermined time in order to suppress shift shock, the transmission member This is the case when it is determined by the rotation synchronization control means 84.

The rotation speed of the power transmitting member rotation synchronization control means 84, since at the time of motor driving for only the driving force source an electric motor, for example, only the second electric motor M2 and the engine is stopped not output the engine torque T _E, the transmission member 18 described above Do not execute synchronization control.

  In addition, the transmission member rotation synchronization control means 84 uses the electric continuously variable transmission of the differential portion 11 to secure the degree of freedom in controlling the rotation speed of the transmission member 18 in the non-driving position. Alternatively, it also functions as a rotation control means for arbitrarily controlling the rotation speed of the transmission member 18 using the second electric motor M2, and the synchronous control of the rotation speed of the transmission member 18 described above is one of the functions as the rotation control means. It is an aspect.

  FIG. 10 shows the main part of the control operation of the electronic control unit 40, that is, when the shift lever 48 is operated from the non-drive position to the drive position when the engine 8 is operating when the shift lever 48 is in the non-drive position. 6 is a flowchart for explaining the synchronous control operation of the rotational speed of the transmission member 18 for suppressing the shift shock, and is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds, for example.

First, in step (hereinafter, step is omitted) SA1 corresponding to the shift position determination means 80, the shift position of the shift lever 48 is driven based on the signal _PSH indicating the shift position of the shift lever 48 from the shift position sensor 49. It is determined whether the position is the “N” position or the “P” position, which is a non-driving position where the transmission path is in a power transmission cutoff state. If the determination at SA1 is negative, at SA7, the control operation by the various control means of the control device 40 currently being executed is executed, or the present routine is ended as it is.

If the determination of SA1 is affirmative, in SA2, SA3, and SA4 corresponding to the vehicle state reading means 82, the vehicle speed V, the engine based on the signals input from the sensors provided in the vehicle to the electronic control unit 40. rotational speed N _E, and the gear ratio stored in advance corresponding to each gear position of the automatic transmission portion 20 is read. If the gear ratio is determined to be the “P” position in SA1, the reverse gear ratio, for example, the engagement operation table of FIG. 2 is prepared in preparation for the shift lever 48 being operated to the “R” position. As shown in FIG. 4, the reverse gear ratio “3.209” is read. Alternatively, when it is determined in SA1 that the shift lever 48 is in the “N” position, the reverse gear ratio and the first gear ratio are set in preparation for the shift lever 48 being operated to the “R” position or the “D” position. The reverse gear ratio “3.209” and the first reverse gear ratio “3.357” are read as shown in the engagement operation table of FIG. Alternatively, if it is determined at SA1 that the shift lever 48 is in the “N” position while the vehicle is traveling, for example, a stepped speed change control means in preparation for being operated from the “N” position to the “D” position. 54 reads, for example, the gear ratio corresponding to the gear position of the automatic transmission 20 determined based on the vehicle state from the FIG. 6 shift diagram stored in advance in the shift diagram storage means 56.

Subsequently, in SA5 corresponding to the transmission member rotation synchronization control means 84 (transmission member target rotation calculation means 86), the automatic transmission unit 20 uniquely determined from the vehicle speed V and the gear ratio read in SA2 and SA3. The input rotation speed N _IN, that is, the rotation speed of the transmission member 18 is calculated and set as the target rotation speed of the transmission member 18. In SA6 corresponding to the transmission member rotation synchronization control means 84, the switching control means 50 maintains the power distribution mechanism 16 in the differential state or switches it to the differential state. Then, almost as a engine rotational speed N _E read at SA4 the engine rotational speed N _E with electrically controlled continuously variable transmission by the first electric motor M1 and / or the second electric motor M2 of the differential portion 11 while maintaining constant, the command is output to the hybrid control means 52 so as to synchronously controlled toward the target rotational speed of the power transmitting member 18, which is calculated the second-motor rotation speed N _M2 at SA5. Thereafter, when the first clutch C1 and / or the second clutch C2 is engaged when the shift lever 48 is operated from the non-driving position to the driving position, the first clutch C1 is sent to the stepped shift control means 54 after the synchronization control is completed. And / or the hydraulic pressure of the second clutch C2 is first applied. Alternatively, when the rotational speed of the transmission member 18 cannot be controlled synchronously to the target rotational speed, the hydraulic pressure of the first clutch C1 and / or the second clutch C2 is applied to the stepped shift control means 54 in order to suppress the engagement shock. Increase gradually, not first apply. Even when the engine 8 is stopped, the hydraulic pressure of the first clutch C1 and / or the second clutch C2 is gradually increased without executing the synchronous control.

  FIGS. 11 and 12 are time charts for explaining the control operation shown in the flowchart of FIG. 10. When the shift lever 48 is operated from the “N” position to the “D” position in a state where the vehicle speed V is at a certain level. That is, the control operation during the N → D shift is shown. FIG. 11 shows a control operation when the synchronous control of the transmission member 18 using the first electric motor M1 and / or the second electric motor M2 is performed and the hydraulic pressure of the first clutch C1 is first applied. FIG. 12 shows the control operation when the hydraulic pressure of the first clutch C1 is gradually increased because the synchronous control is not performed or the synchronous control is not in time.

11, when the N → D shift is performed at time point _{t 1,} while maintaining the engine speed _{N E} substantially constant, the time _{t 1} corresponding to the control operation shown in SA1 to SA4 in the flowchart of FIG. 10 The first motor rotation speed N _M1 is lowered while the first motor rotation speed N _M1 is lowered so as to be the target rotation speed of the transmission member 18 calculated when the position is switched to the previous “N” position. motor rotation speed _{N M2} is pulled toward the target rotational speed _{(t 1} time to _{t 2} time). The hydraulic pressure of the first clutch C1 after synchronization control termination is first applied (t ₂ time to t ₃ time points). Although synchronization control at time point t ₁ to t ₂ time points after N → D shift has been performed in FIG. 11, may be synchronized control is performed by time point t ₁ earlier "N" position. In this way, the automatic transmission unit 20 can be brought into a power transmission enabled state more quickly.

In FIG. 12, t the N → D shift is performed at _one time, first increasing and is (t ₁ time to t rather than being first applied as shown in the embodiment of hydraulic pressure 11 of the clutch C1 ₄ time points). During the engagement transition of the first clutch, the second motor rotation speed _NM2 is changed toward the rotation speed uniquely determined from the vehicle speed V and the gear ratio of the automatic transmission unit 20, and therefore the engine rotation speed is reduced. The first motor rotation speed _NM1 is increased so as to be maintained substantially constant.

  As described above, according to the present embodiment, in the speed change mechanism 10 including the power distribution mechanism 16 that enables the differential unit 11 to perform an electric continuously variable transmission, the power transmission path is in a power transmission enabled state and the power transmission cut-off. A driving position (“D”, “R” position) for selecting switching to a power transmission enabled state by an engagement device of at least one of the first clutch C1 and the second clutch C2 that selectively switches to a state; When the operating device 46 that is manually switched to the non-driving position ("P", "N" position) for selecting switching to the power transmission cut-off state by the engagement device is switched to the non-driving position. The rotation of the transmission member 18 that is the output member of the differential section 11 using the first electric motor M1 and / or the second electric motor M2 by the transmission member rotation synchronization control means 84. Since the degree is synchronously controlled to the rotational speed corresponding to the vehicle speed V, the engagement device is engaged to switch the power transmission path to the power transmission enabled state when the operation device 46 is switched from the non-driving position to the driving position. Even if combined, for example, even if the hydraulic pressure of the engagement device is first applied, the shift shock is suppressed. Moreover, since it engages in the state in which the relative rotation of the engaging device was suppressed, the durability of the engaging device is improved.

  Further, according to the present embodiment, the transmission member rotation synchronization control means 84 makes the rotation speed of the transmission member 18 the rotation speed corresponding to the vehicle speed V in consideration of the gear ratio (gear ratio) of the automatic transmission unit 20. Therefore, the rotational speed of the transmission member 18 is set to the input rotational speed of the automatic transmission unit 20 that is uniquely determined based on the vehicle speed V and the gear ratio of the automatic transmission unit 20, and in this synchronized state, the power transmission path Shift shock is suppressed even if the hydraulic pressure of at least one of the engagement devices of the first clutch C1 and the second clutch C2 is first applied in order to switch the power to the power transmission enabled state.

  Further, according to this embodiment, the transmission member rotation synchronization control means 84 changes the rotation speed of the transmission member 18 to the rotation speed corresponding to the vehicle speed V when the operation device 46 is switched from the non-drive position to the drive position. When the synchronous control is not possible, the hydraulic pressure of at least one of the engagement devices of the first clutch C1 and the second clutch C2 is controlled not to be first applied but gradually increased in order to switch the power transmission path to the power transmission enabled state. As a result, the torque is smoothly transmitted and the shift shock is suppressed as compared with the case where the hydraulic pressure of the engaging device is first applied.

  Further, according to the present embodiment, the first clutch C1 and the second clutch C2 are used to establish the gear position of the automatic transmission unit 20, and when the operating device 46 is switched to the non-drive position. Since the automatic transmission 20 is in the power transmission cut-off state by releasing the first clutch C1 and the second clutch C2, the power transmission path is simply cut off in the non-drive position of the operating device 46. It can be.

  Further, according to the present embodiment, the differential state in which the differential portion 11 can be operated as an electric continuously variable transmission by including the switching clutch C0 and the switching brake B0 and the non-differential state in which the differential portion 11 cannot be operated. In the speed change mechanism 10 including the power distribution mechanism 16 configured to be selectively switched to the state, when the operation device 46 is switched to the non-drive position, the power distribution mechanism 16 is set to the differential state. Therefore, when the operating device 46 is switched from the non-driving position to the driving position, the synchronous control for suppressing the shift shock can be quickly executed using the first electric motor M1 and / or the second electric motor M2.

  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.

  In this embodiment as well, the rotational speed of the transmission member 18 is controlled in order to suppress a shift shock when the shift lever 48 is manually operated from the non-driving position to the driving position. In the above-described embodiment, the rotation speed synchronization control of the transmission member 18 is executed to suppress the relative rotation speeds of the first clutch C1 and the second clutch C2. However, in this embodiment, the first electric motor M1 and / or The rotation speed of the transmission member 18 is maintained below a predetermined transmission member rotation speed so as to suppress the relative rotation speed of the first clutch C1 and the second clutch C2 using the second electric motor M2, or the differential unit 11 is in a neutral state. To control.

  FIG. 13 is a functional block diagram illustrating a main part of the control function by the electronic control device 40, and corresponds to the functional block diagram of FIG. 13 includes transmission member rotation control means 88 in place of the transmission member rotation synchronization control means 84 of FIG. 5, and further includes a differential unit neutral control means 90, a predetermined engine rotation speed determination means 92, and a torque down control means 94. Others are the same except that they are equipped.

The predetermined engine rotational speed determining means 92 engine rotational speed N _E is given engine speed read by the engine rotational speed N _E for example the vehicle condition reading unit 82 when the shift lever 48 is switched to a non-driving position It is determined whether it is higher than N _E1 . This predetermined engine speed N _E1 is determined in advance by experiments or the like to use the transmission member rotation control means 88 in order to suppress shift shock when the shift lever 48 is operated from the non-drive position to the drive position. determined as the engine rotation speed N _E to be a value which is stored. Therefore, in the present embodiment, the transmission member rotation control means 88, the engine rotational speed N _E is executed when greater than or equal to the predetermined engine speed N _E1.

The transmission member rotation control means 88, when the engine rotational speed N _E in a non-driving position of the operating device 46 is equal to or higher than the predetermined engine speed N _E1 is transmitting member 18 by using the first electric motor M1 and / or the second electric motor M2 Is controlled to be equal to or lower than the predetermined transmission member rotation speed. If the engine rotational speed _NE is high at the non-drive position of the shift lever 48, the rotational speed of the transmission member 18 is relatively high, and the input rotational speed to the automatic transmission unit 20 when the shift lever 48 is operated to the drive position is high. It becomes relatively high and the shift shock becomes relatively large. Further, at this time, if the relative rotational speed of the engagement device for switching the power transmission path to the power transmission enabled state is large, the engagement shock may increase during the engagement, and the durability may decrease. . The predetermined transmission member rotation speed is determined in advance so as to suppress shift shock when the shift lever 48 is operated from the non-driving position to the driving position by experiments and the like, and the durability of the first clutch C1 and the second clutch C2 is not reduced. Stored and stored.

Specifically, the transmission member rotation control means 88 is connected to the switching control means 50 when the shift lever 48 is switched to the non-driving position when the first clutch C1 and / or the second clutch C2 is engaged. the power distributing mechanism 16 without any engaged in switching clutch C0 and the switching brake B0 with switching to or differential state is maintained in the differential state, when the engine rotational speed N _E is equal to or higher than a predetermined engine speed N _E1 is The first electric motor rotational speed _NM1 is increased by the electric continuously variable transmission of the differential portion 11 while the second electric motor rotational speed _NM2 is decreased to reduce the rotational speed of the transmission member 18 to a predetermined transmission member rotational speed or less. A command is output to the hybrid control means 52 so as to control using the first electric motor M1 and the second electric motor M2.

  During the engagement control of the first clutch C1 and / or the second clutch C2 when the shift lever 48 is operated from the non-drive position to the drive position, the relative rotational speeds of the first clutch C1 and the second clutch C2 are If the state is substantially zero, when the first clutch C1 and / or the second clutch C2 are engaged, the transmission member rotation control means 88 is connected to the stepped gear change control means 54 by the first clutch C1 and / or the second clutch C2. Even if the hydraulic pressure of the clutch C2 is first applied, the engagement shock does not occur or is reduced. Alternatively, if the relative rotation speed of the first clutch C1 and the second clutch C2 is not in a substantially zero state, the transmission member rotation control means 84 is a stepped transmission control means 54 for suppressing the engagement shock. The hydraulic pressure of the first clutch C1 and / or the second clutch C2 is gradually increased instead of being first applied.

  The differential unit neutral control means 90 controls the differential unit 11 to be in a neutral state when the shift lever 48 is switched to the non-driving position. Specifically, when the shift lever 48 is switched to the non-driving position, the differential unit neutral control unit 90 does not engage the switching control unit 50 with either the switching clutch C0 or the switching brake B0. The distribution mechanism 16 is maintained in the differential state or switched to the differential state, and the hybrid control means 52 is instructed to place the differential unit 11 in the neutral state by idling the first motor M1 and the second motor M2. Is output. That is, the differential unit neutral control means 90 makes the differential unit 11 incapable of transmitting torque to the differential unit 11 by setting the differential unit 11 in a continuously variable transmission state and generating no reaction torque from the first electric motor M1 and the second electric motor M2. As a state, the differential unit 11 is set to a state equivalent to a neutral state in which the power transmission path in the differential unit 11 is blocked.

During the engagement control of the first clutch C1 and / or the second clutch C2 when the shift lever 48 is operated from the non-drive position to the drive position, the engine torque _TE is not transmitted via the differential portion 11. Therefore, when the first clutch C1 and / or the second clutch C2 are engaged, the differential neutral control means 90 compares the hydraulic pressure of the first clutch C1 and / or the second clutch C2 to the stepped shift control means 54. Even when first applied, engagement shock does not occur or is reduced. Alternatively, the differential section neutral control means 90 may gradually increase the stepped shift control means 54 instead of first applying the hydraulic pressure of the first clutch C1 and / or the second clutch C2.

Torque-reduction control means 94 reduces the input torque T _IN of the automatic shifting portion 20 in order to suppress the shift shock when the shift lever 48 is manually operated from the non-driving position to the driving position. When the engagement device for engaging the power transmission path when the shift lever 48 is manually operated to the drive position is engaged, the shift shock increases as the relative rotational speed of the engagement device increases. Accordingly, the torque-reduction control means 94 reduces the input torque T _IN based on the relative rotational speed of the engagement device. For example, FIG. 14 shows the relationship between the relative rotational speed of the first clutch C1 or the second clutch C2 and the amount of reduction of the input torque _TIN . Torque-reduction control means as can be seen from Figure 14 94 reduces the input torque T _IN to increase the amount of reduction as the input torque T _IN relative rotational speed of the first clutch C1 or second clutch C2 is increased.

Torque-reduction control means 94 is performed by reducing the engine torque T _E of the reduction control of the input torque T _IN. For example, the torque down control means 94 reduces the opening of the electronic throttle valve 64, reduces the amount of fuel supplied by the fuel injection device 66, or retards the ignition timing of the engine 8 by the ignition device 68. reducing the input torque T _IN by the engine torque reduction control for reducing the torque T _E.

In the transitional process of engagement of the first clutch C1 or the second clutch C2 when the shift lever 48 is manually operated to the drive position, the input torque T of the automatic transmission 20 is reduced as the rotational speed of the transmission member 18 decreases. _An inertia torque is generated as the torque increase of _IN . Therefore, the torque-down control means 94 uses the first electric motor M1 and / or the second electric motor M2 to suppress or cancel the inertia torque generated when the rotation speed of the transmission member 18 decreases. Is generated. In other words, the torque-reduction control means 94 is performed in which the torque that cancels the or inertia torque to suppress the generation of the inertia torque by the electric motor reduction control of the input torque T _IN.

The torque down control means 94, for example, performs hybrid control so that the second motor rotation speed _NM2 is forcibly synchronously controlled toward the rotation speed of the transmission member 18 after completion of engagement of the first clutch C1 or the second clutch C2. A command is output to the means 52, and the input torque _TIN is reduced by the motor torque down control that suppresses the occurrence of the inertia torque. Alternatively, the torque-down control unit 94 causes the hybrid control unit 52 to generate, for example, a reverse drive torque or a regenerative braking torque in which the power storage device 60 is charged temporarily by the first electric motor M1 and / or the second electric motor M2. and outputs a command to reduce the input torque T _iN by the motor torque reduction control for generating a torque to offset the inertia torque.

Torque-reduction control means 94, and the engine torque reduction control and the motor torque reduction control to reduce the input torque T _IN of the automatic transmission portion 20 by executing alone or simultaneously.

FIG. 15 shows the main part of the control operation of the electronic control unit 40, that is, the shift shock when the shift lever 48 is operated from the non-driving position to the driving position when the engine is operating when the shift lever 48 is in the non-driving position. FIG. 6 is a flowchart for explaining a control operation for performing the control operation, and is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds. Further, FIG. 16 is a time chart for explaining the control operation illustrated in the flow chart of FIG. 15, the engine speed N _E of the first clutch when the N → D shift when it becomes higher than a predetermined engine speed N _E1 The control operation when the hydraulic pressure is gradually increased is shown.

First, in a step (hereinafter, step is omitted) SB1 corresponding to the shift position determination means 80, the shift position of the shift lever 48 is driven based on a signal _PSH indicating the shift position of the shift lever 48 from the shift position sensor 49. It is determined whether the position is the “N” position or the “P” position, which is a non-driving position where the transmission path is in a power transmission cutoff state. If the determination of SB1 is negative, in SB6, the control operation by the various control means of the control device 40 currently being executed is executed, or this routine is ended as it is.

If the determination at SB1 is affirmative, at SB2 corresponding to the vehicle state reading means 82, the engine speed _NE is read based on a signal input to the electronic control unit 40. It followed, in SB3 corresponding to the predetermined engine rotational speed determining means 92, read at the SB2 engine rotational speed N _E is whether higher than a predetermined engine speed N _E1 is determined.

If the determination at SB3 is affirmative, at SB4 corresponding to the transmission member rotation control means 88, the switching control means 50 maintains the power distribution mechanism 16 in the differential state or switches it to the differential state. The second motor rotation speed N _M2 is lowered while the first motor rotation speed N _M1 is raised by the electric continuously variable transmission of the differential section 11 so that the rotation speed of the transmission member 18 becomes equal to or lower than the predetermined transmission member rotation speed. command is output to the hybrid control means 52 to control using the first and second electric motors M1 and M2 to (t ₁ time to t ₃ time points in FIG. 16). Thereafter, when the first clutch C1 and / or the second clutch C2 is engaged when the shift lever 48 is operated from the non-drive position to the drive position, the relative rotational speed of the first clutch C1 and the second clutch C2 is substantially zero. If so, the stepped shift control means 54 is first applied with the hydraulic pressure of the first clutch C1 and / or the second clutch C2. Alternatively, unless the relative rotational speeds of the first clutch C1 and the second clutch C2 are substantially zero, the stepped shift control means 54 is connected to the first clutch C1 and / or the clutch in order to suppress the engagement shock. The hydraulic pressure of the second clutch C2 is gradually increased instead of being first applied. Further, even when the engine 8 is stopped to gradually increase the oil pressure of the first clutch C1 and / or the second clutch C2 (t ₃ time to t ₅ the time in FIG. 16).

When the first clutch C1 and / or the second clutch C2 is engaged, the input torque to the automatic transmission unit 20 is further suppressed in order to further suppress shift shock when the shift lever 48 is manually operated from the non-drive position to the drive position. _TIN may be reduced. For example, the input torque T _IN is reduced by the engine torque reduction control for reducing the engine torque T _E or, inertia generated by the rotation speed reduction of the transfer member 18 by using the first electric motor M1 and / or the second electric motor M2 the input torque T _iN is reduced by motor torque reduction control which generates a torque that cancels the or its inertia torque to suppress the torque (t ₃ time to t ₄ time points Figure 16).

  When the determination of SB3 is negative, in SB5 corresponding to the differential unit neutral control means 90, the switching control means 50 maintains the power distribution mechanism 16 in the differential state or switches it to the differential state. Then, by causing the first motor M1 and the second motor M2 to idle, the differential unit 11 is brought into a state where torque cannot be transmitted, that is, a state equivalent to a neutral state where the power transmission path in the differential unit 11 is blocked. Thus, a command is output to the hybrid control means 52. After that, when the first clutch C1 and / or the second clutch C2 is engaged when the shift lever 48 is operated from the non-driving position to the driving position, the first clutch C1 and / or the second clutch is transmitted to the stepped shift control means 54. First, the hydraulic pressure of the clutch C2 is applied. Alternatively, the stepped shift control means 54 may gradually increase the hydraulic pressure of the first clutch C1 and / or the second clutch C2 instead of first applying it.

As described above, according to the present embodiment, in the speed change mechanism 10 including the power distribution mechanism 16 that enables the differential unit 11 to perform an electric continuously variable transmission, the power transmission path is in a power transmission enabled state and the power transmission cut-off. A driving position (“D”, “R” position) for selecting switching to a power transmission enabled state by an engagement device of at least one of the first clutch C1 and the second clutch C2 that selectively switches to a state; When the operating device 46 that is manually switched to the non-driving position ("P", "N" position) for selecting switching to the power transmission cut-off state by the engagement device is switched to the non-driving position. , when the engine rotational speed N _E is equal to or higher than a predetermined engine speed N _E1 is the first electric motor M1 and / or the second conductive by transmitting member rotation control means 88 Since the rotation speed of the transmission member 18 that is the output member of the differential section 11 is controlled using the machine M2, the operation device 46 is switched from the non-driving position to the driving position. At this time, even if the engagement device is engaged to switch the power transmission path to the power transmission enabled state, the shift shock is suppressed. Moreover, since it engages in the state in which the relative rotation of the engaging device was suppressed, the durability of the engaging device is improved.

  Further, according to the present embodiment, when the operating device 46 is switched from the non-driving position to the driving position, the transmission member rotation control means 88 uses the first clutch to switch the power transmission path to a power transmission enable state. Since the hydraulic pressure of at least one of the engagement devices of C1 and the second clutch C2 is controlled not to be first applied but gradually increased, torque is transmitted more smoothly than when the engagement device is first applied. As a result, shift shock is suppressed.

Further, according to this embodiment, the torque-reduction control means 94, when the operation unit 46 is switched from the non-driving position to the driving position, since reducing the engine torque T _E, first clutch C1 and / or the The torque transmitted when the two clutch C2 is engaged is reduced, and the shift shock is suppressed.

  Further, according to the present embodiment, the torque reduction control means 94 uses the first electric motor M1 and / or the second electric motor M2 when the operating device 46 is switched from the non-driving position to the driving position. The torque generated when the rotational speed is reduced is suppressed or the torque that cancels the inertia torque is generated. Therefore, the torque transmitted when the first clutch C1 and / or the second clutch C2 is engaged is reduced. It is reduced and shift shock is suppressed.

In addition, according to the present embodiment, in the speed change mechanism 10 including the power distribution mechanism 16 that enables the differential unit 11 to perform an electric continuously variable transmission, the power transmission path is set to a power transmission enable state and a power transmission cutoff state. Driving position ("D", "R" position) for selecting switching to a power transmission enabled state by an engagement device of at least one of first clutch C1 and second clutch C2 to be selectively switched and its engagement When the operating device 46 is manually switched to the non-driving position ("P", "N" position) for selecting the switching to the power transmission cut-off state by the device, it is switched to the non-driving position. Since the differential unit 11 is controlled to be in the neutral state by the unit neutral control means 90, the operation device 46 is switched from the non-driving position to the driving position. And a state in which the engine torque T _E is not transmitted through the differential unit 11 when, the oil pressure of the engagement device may for example engaging device is engaged to switch the power transmission path in the power transmitting state Shift shocks are suppressed even when first applied.

  Further, according to this embodiment, the differential unit neutral control means 90 controls the differential unit 11 to be in a state equivalent to the neutral state by causing the first electric motor M1 and / or the second electric motor M2 to idle. Therefore, energy loss for controlling the first electric motor M1 and / or the second electric motor M2 can be suppressed.

  Further, according to the present embodiment, the differential state in which the differential portion 11 can be operated as an electric continuously variable transmission by including the switching clutch C0 and the switching brake B0 and the non-differential state in which the differential portion 11 cannot be operated. In the speed change mechanism 10 including the power distribution mechanism 16 configured to be selectively switched to the state, when the operation device 46 is switched to the non-drive position, the power distribution mechanism 16 is set to the differential state. Therefore, when the operating device 46 is switched from the non-driving position to the driving position, the control for suppressing the shift shock using the first electric motor M1 and / or the second electric motor M2 can be quickly executed. Further, the motor torque down control using the first electric motor M1 and / or the second electric motor M2 by the torque down control means 94 can be executed as necessary.

  FIG. 17 is a skeleton diagram for explaining the configuration of the speed change mechanism 70 according to another embodiment of the present invention. FIG. 18 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. 19 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 device 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The automatic transmission unit 72 includes a single pinion type second planetary gear 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. 18, 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 having 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. 18, the gear ratio γ1 is set to a maximum value, for example, “by 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. 18 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. 19 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. 19 correspond to the second sun gear S2 corresponding to the fourth rotating element (fourth element) RE4 and 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.

In the automatic transmission unit 72, as shown in FIG. 19, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh 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.

  FIG. 20 shows a seesaw as a gear 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. This is an example of a type switch 44 (hereinafter referred to as a switch 44), and is provided in a vehicle so that it can be manually operated by a 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. In the above-described embodiment, for example, the automatic switching control operation of the shift state of the transmission mechanism 10 based on the change of the vehicle state has been described from the relationship diagram of FIG. 6, but the switch 44 is replaced or added to the automatic switching control operation, for example. The gear change state of the speed change mechanism 10 may be manually switched by being manually operated. In other words, the switching control means 50 preferentially switches the transmission mechanism 10 between the continuously variable transmission state and the continuously variable transmission state in accordance with the selection operation of the switch 44 for the continuously variable transmission state or the stepped transmission state. For example, if the user desires a travel that can achieve the feeling of the continuously variable transmission and the fuel efficiency improvement effect, the user may select the transmission mechanism 10 by manual operation so that the continuously variable transmission state is set, or the automatic transmission unit 20. 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. Further, when the switch 44 is provided with a neutral position in which neither continuously variable speed traveling nor stepped speed variable traveling is selected, when the switch 44 is in the neutral position, that is, the speed change state desired by the user is determined. When it is not selected or when the desired shift state is automatic switching, the automatic shift control operation of the shift state of the transmission mechanism 10 may be executed.

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

  For example, the transmission mechanisms 10 and 70 of the above-described embodiment have a continuously variable transmission state and a stepped state that function as an electrical continuously variable transmission by switching the differential unit 11 between a continuously variable transmission state and a constant transmission state. Although it is configured to be able to switch to a stepped speed change function that functions as a transmission, the speed change mechanism that is not configured to be switchable to the stepped speed change state, that is, the differential unit 11 does not include the switching clutch C0 and the switching brake B0 and is electrically This embodiment can be applied even to the differential section 11 having only a function as a continuously variable transmission.

  Further, the transmission member rotation synchronization control means 84 of the above-mentioned embodiment synchronously controls the rotation speed of the transmission member 18 to the rotation speed corresponding to the vehicle speed V. However, the synchronization control in which the vehicle speed V is only zero, that is, the vehicle speed. The rotational speed of the transmission member 18 may be synchronously controlled toward zero without corresponding to V.

  Further, the transmission mechanisms 10 and 70 of the above-described embodiment are configured to function as an electric continuously variable transmission by switching the differential unit 11 (power distribution mechanism 16) between a differential state and a non-differential state. Although it is configured to be able to switch between a stepped shift state and a stepped shift state that functions as a stepped transmission, switching between the continuously variable shift state and the stepped shift state is not different from the differential state of the differential unit 11. For example, even if the differential unit 11 is in the differential state, the gear ratio of the differential unit 11 can be changed stepwise instead of continuously to function as a stepped transmission. May be. 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.

  Further, in the above-described embodiment, the first clutch C1 and the first clutch C1 that constitute a part of the automatic transmission units 20 and 72 as an engagement device that selectively switches the power transmission path between the power transmission enabled state and the power transmission cut-off state. Two clutches C2 are used, and the first clutch C1 and the second clutch C2 are disposed between the automatic transmission units 20 and 72 and the differential unit 11, but are not necessarily limited to the first clutch C1 and the second clutch C2. It is not necessary that the power transmission path be selectively switched between the power transmission enabled state and the power transmission cut-off state, as long as at least one engagement device is provided. For example, the engaging device may be connected to the output shaft 22 or may be connected to a rotating member in the automatic transmission units 20 and 72. Further, the engaging device does not need to form part of the automatic transmission units 20 and 72 and may be provided separately from the automatic transmission units 20 and 72.

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

  In the above-described embodiment, the second electric motor M2 is connected to the transmission member 18. 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 this case, when the automatic transmission units 20 and 72 are continuously variable transmissions (CVT) or when the automatic transmission units 20 and 72 are not provided, the power transmission path between the transmission member 18 and the drive wheels 38 is not provided. The power transmission path is switched between a power transmission enabled state and a power transmission cut-off state by controlling the engagement and release of the engagement device independently by providing the engagement device.

  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.

  The operation device 46 of the above-described embodiment includes the shift lever 48 operated to select a plurality of types of shift positions. Instead of the shift lever 48, for example, a push button type switch or slide A switch capable of selecting a plurality of types of shift positions, such as a type switch, may be used. Further, when the shift lever 48 is operated to the “M” position, the shift range is set, but the shift speed is set, that is, the highest speed shift speed of each shift range is set as the shift speed. May be. 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 48 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 48.

  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.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining a relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used in the case where the drive device of the hybrid vehicle of the embodiment of FIG. FIG. 6 is a collinear diagram illustrating the relative rotational speed of each gear when the drive device for the hybrid vehicle of the embodiment of FIG. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. 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. FIG. 7 is a diagram showing a pre-stored relationship having a boundary line between a stepless control region and a stepped control region, in order to map the boundary between the stepless control region and the stepped control region indicated by a broken line in FIG. 6. It is also a conceptual diagram. It is an example of the change of the engine speed accompanying the upshift in a stepped transmission. It is an example of the operating device operated in order to select multiple types of shift positions. Control action of the electronic control unit of FIG. 5, that is, for suppressing a shift shock when the shift lever is operated from the non-drive position to the drive position when the engine is operating when the shift lever is in the non-drive position It is a flowchart explaining the synchronous control action | operation of the rotational speed of a transmission member. FIG. 11 is a time chart for explaining the control operation shown in the flowchart of FIG. 10, in which the transmission member synchronous control using the first electric motor and / or the second electric motor is performed at the time of N → D shift in a state where the vehicle speed is somewhat raised. The control operation when the hydraulic pressure of the first clutch is first applied is shown. FIG. 11 is a time chart for explaining the control operation shown in the flowchart of FIG. 10, and the synchronization control shown in FIG. 11 is not performed or the synchronization control is not in time when the N → D shift is performed in a state where the vehicle speed V is at a certain level. Therefore, the control operation when the hydraulic pressure of the first clutch is gradually increased is shown. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. 4, and is a figure equivalent to the functional block diagram of FIG. It is the figure which showed the relationship between the relative rotational speed of a 1st clutch or a 2nd clutch, and the reduction amount of input torque. The control operation of the electronic control device of FIG. 13, that is, the control operation for suppressing the shift shock when the shift lever is operated from the non-driving position to the driving position at the time of engine operation when the shift lever is in the non-driving position will be described. FIG. 11 is a flowchart corresponding to the flowchart of FIG. 10. FIG. 16 is a time chart illustrating the control operation shown in the flowchart of FIG. 15, and the control operation when the hydraulic pressure of the first clutch is gradually increased during an N → D shift when the engine rotation speed becomes higher than a predetermined engine rotation speed. Is shown. FIG. 4 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 18 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. 18 is a collinear diagram illustrating the relative rotational speeds of the gears when the hybrid vehicle drive device of the embodiment of FIG. It is an example of a shift state manual selection device that is a seesaw type switch as a switching device and is operated by a user to select a shift state.

Explanation of symbols

8: Engine 10, 70: Transmission mechanism (drive device)
11: Differential part 12: Transmission case (non-rotating member)
16: Power distribution mechanism (differential mechanism)
18: Transmission member 20, 72: Automatic transmission unit (stepped automatic transmission)
38: drive wheel 46: operating device 84: transmission member rotation synchronization control means 88: transmission member rotation control means 90: differential section neutral control means 94: torque down control means M1: first motor M2: second motor C0: switching Clutch (Differential state switching device)
B0: Switching brake (Differential state switching device)
C1: First clutch (engagement device)
C2: Second clutch (engagement device)

Claims (16)

A differential mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor provided in a power transmission path between the transmission member and the drive wheel, and functions as an electrical differential device Differential part to
A control device for a vehicle drive device comprising an automatic transmission portion that constitutes a part of the power transmission path and functions as an automatic transmission,
An engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cutoff state;
An operation device that is manually switched between a drive position for selecting switching to the power transmission enabled state by the engagement device and a non-drive position for selecting switching to the power transmission cutoff state by the engagement device. When,
When the operating device is switched to the non-driving position, the first motor and / or the second motor are used to perform synchronous control so that the rotational speed of the transmission member becomes a rotational speed corresponding to the vehicle speed. A vehicle drive device control apparatus comprising: a transmission member rotation synchronization control means.   2. The vehicle drive according to claim 1, wherein the transmission member rotation synchronization control means synchronously controls the rotation speed of the transmission member so as to become a rotation speed corresponding to a vehicle speed in consideration of a gear ratio of the automatic transmission unit. Control device for the device.   The transmission member rotation synchronization control means is configured to perform the engagement when the rotation speed of the transmission member cannot be synchronously controlled to be a rotation speed corresponding to a vehicle speed when the operation device is switched from the non-drive position to the drive position. 3. The control device for a vehicle drive device according to claim 1, wherein the control is performed so as to gradually increase the engagement pressure of the device.   4. The transmission member rotation synchronization control means does not execute synchronization control of the rotation speed of the transmission member when the motor is running with the engine stopped and only the electric motor as a driving force source. Control device for vehicle drive apparatus. A differential mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor provided in a power transmission path between the transmission member and the drive wheel, and functions as an electrical differential device Differential part to
A control device for a vehicle drive device comprising an automatic transmission portion that constitutes a part of the power transmission path and functions as an automatic transmission,
An engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cutoff state;
An operation device that is manually switched between a drive position for selecting switching to the power transmission enabled state by the engagement device and a non-drive position for selecting switching to the power transmission cutoff state by the engagement device. When,
When the operating device is switched to the non-driving position and the engine rotational speed is equal to or higher than a predetermined engine rotational speed, the rotational speed of the transmission member using the first electric motor and / or the second electric motor is used. And a transmission member rotation control means for controlling the rotation of the vehicle so as to be equal to or lower than a predetermined transmission member rotation speed.   6. The vehicle according to claim 5, wherein when the operating device is switched from the non-driving position to the driving position, the transmission member rotation control means controls to gradually increase the engagement pressure of the engagement device. Drive device controller. A torque down control means for reducing torque input to the automatic transmission unit;
7. The vehicle drive device control device according to claim 5 or 6, wherein the torque down control means reduces engine output torque when the operating device is switched from the non-drive position to the drive position. A torque down control means for reducing torque input to the automatic transmission unit;
The torque down control means suppresses inertia torque generated with a change in the rotation speed of the transmission member using the electric motor when the operating device is switched from the non-driving position to the driving position. The control device for a vehicle drive device according to any one of claims 5 to 7, wherein a torque that cancels the inertia torque is generated. A differential mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor provided in a power transmission path between the transmission member and the drive wheel, and functions as an electrical differential device Differential part to
A control device for a vehicle drive device comprising an automatic transmission portion that constitutes a part of the power transmission path and functions as an automatic transmission,
An engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cutoff state;
An operation device that is manually switched between a drive position for selecting switching to the power transmission enabled state by the engagement device and a non-drive position for selecting switching to the power transmission cutoff state by the engagement device. When,
A differential unit neutral control means for controlling the differential unit to be in a neutral state when the operating device is switched to the non-driving position. Control device.   The control device for a vehicle drive device according to claim 9, wherein the differential unit neutral control means controls the differential unit to be in a neutral state by idling the electric motor. The automatic transmission unit is a stepped automatic transmission, and the engagement device is used to establish a shift stage of the stepped automatic transmission,
The vehicle according to any one of claims 1 to 10, wherein when the operating device is switched to the non-driving position, the stepped automatic transmission is in a power transmission cut-off state by the engaging device. Drive device controller. The differential mechanism is configured to selectively switch the differential mechanism between a differential state in which the differential unit can perform an electrical differential operation and a non-differential state in which the electrical differential operation cannot be performed. A dynamic state switching device,
The vehicle drive according to any one of claims 1 to 11, wherein when the operating device is switched to the non-driving position, the differential mechanism is brought into a differential state by the differential state switching device. Control device for the device. 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 control device for a vehicle drive device according to claim 12, wherein both are integrally rotated or the second element is in a non-rotating state.   The differential state switching device includes a clutch for interconnecting at least two of the first to third elements and / or the second element for integrally rotating the first to third elements together. The vehicle drive device control device according to claim 13, further comprising a brake that connects the second element to a non-rotating member in order to put the second element into a non-rotating state. A differential mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor provided in a power transmission path between the transmission member and the drive wheel, and functions as an electrical differential device Differential part to
A control device for a vehicle drive device comprising an automatic transmission portion that constitutes a part of the power transmission path and functions as an automatic transmission,
A differential state switching device provided in the differential mechanism for selectively switching the differential unit between a differential state and a non-differential state;
An engagement device that selectively switches the power transmission path between a power transmission enable state and a power transmission cutoff state;
An operation device that is manually switched between a drive position for selecting switching to the power transmission enabled state by the engagement device and a non-drive position for selecting switching to the power transmission cutoff state by the engagement device. When,
When the operating device is switched to the non-driving position, the differential state is set to the differential state by the differential state switching device, and the first electric motor and / or the second electric motor is used. And a rotation control means for controlling the rotation speed of the transmission member.   The control of the rotation speed of the transmission member by the rotation control means uses the first electric motor and / or the second electric motor to perform synchronous control so that the rotation speed of the transmission member becomes a rotation speed corresponding to the vehicle speed. The control device for a vehicle drive device according to claim 15.

Images