JP2006009838A - Control unit of drive mechanism used for vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control unit capable of suitably obtaining a running performance desired by a user while applying a speed change control for a manually operated drive mechanism in the drive mechanism used for vehicles having a differential mechanism functioned as a speed change mechanism operated by differential actions and an automatic transmission. <P>SOLUTION: In the drive mechanism having the continuously variable transmission section 11 and the automatic transmission section 20, when performing a manual speed change operation in a M position of a shift operation system 46, a total speed change ratio γT of the speed change mechanism 10 is changed by a manual speed change control means 86 at the basis of operational details of the shift operation system 46, a variation mode selected from two speed change ratio variation modes between a continuous variation mode continuously changing a speed change ratio and a step variation mode steppedly changing a speed change ratio in a switch 44. When a range is switched at the time of a manual speed change operation using the shift operation system 46, a speed change ratio is changed at the basis of the selected speed change ratio variation mode, and running of a vehicle suitable for tastes of a user can be obtained. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a vehicle drive device, and more particularly to a vehicle drive device including a differential mechanism that functions as a speed change mechanism by a differential action and an automatic transmission. The present invention relates to a technique for changing the gear ratio of the drive device based on the above.

  2. Description of the Related Art A vehicle drive device is known that includes a differential mechanism that distributes engine output to a first motor and an output shaft, and a second motor that is provided between the output shaft of the differential mechanism and a drive wheel. ing. For example, this is a hybrid vehicle drive device described in Patent Document 1. In such a hybrid vehicle drive device, the differential mechanism is composed of, for example, a planetary gear device, and the main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action, and the remaining part of the power from the engine Is transmitted as an electric path from the first motor to the second motor using an electric path, and the transmission is made to function as an electric continuously variable transmission, for example, an electric continuously variable transmission. 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 is further provided with 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, etc. It is configured to function as an electric continuously variable transmission as a whole.

JP 2000-2327 A JP 2000-346187 A

  Here, in a vehicle equipped with a stepped automatic transmission, a plurality of types determined by limiting the shift range of the shift stage of automatic shift control, that is, limiting the high speed side gear ratio (shift stage). There is a case in which a so-called manual shift mode in which a shift of the stepped automatic transmission is executed by selecting the shift range by a user operation is provided. For example, when a downshift is executed and the gear position is switched in the manual gear shift mode, an increase in driving force desired by the user and an engine brake effect can be obtained with good responsiveness due to a stepwise change in the gear ratio. On the other hand, depending on the user, rather than the stepwise change in the gear ratio in such a stepped transmission, for example, the change in the continuous gear ratio in the continuously variable transmission such as the driving device shown in Patent Document 1 above can be rephrased. In some cases, a smooth increase in driving force and a feeling of engine braking due to a stepless change in gear ratio can be enjoyed or comfortable.

  The present invention has been made in the background of the above circumstances, and the object thereof is a vehicle drive device including a differential mechanism that functions as a speed change mechanism by a differential action, and an automatic transmission. It is an object of the present invention to provide a control device capable of appropriately obtaining a travel desired by a user in shifting control of the drive device by manual operation.

  That is, the gist of the invention according to claim 1 includes a continuously variable transmission portion operable as an electric continuously variable transmission and an automatic transmission portion operable as an automatic transmission, and an output of a driving force source. (A) a plurality of types of ranges that limit a change range of a gear stage or a change range of a gear ratio in order to change a gear ratio of the drive device. A manual transmission operation device for switching by manual operation; and (b) the change of the plural types of ranges by the manual transmission operation device in response to the manual operation in a stepwise change mode and a continuous change mode for continuously changing the gear ratio. A gear ratio change mode selection device for enabling selection from a step change mode for changing the gear ratio; and (c) when the manual gear shift operation device is manually operated, the operation contents of the manual gear shift operation device. When A manual shift control means for changing the speed ratio of the drive device on the basis of the said change mode selected in the gear ratio change mode selection device is to comprise.

  According to this configuration, in the drive device including the continuously variable transmission unit that can operate as an electrical continuously variable transmission and the automatic transmission unit that can operate as an automatic transmission, when the manual transmission operation device is operated manually. Is the operation ratio of the manual transmission operation device, and two transmission ratio changes, a continuous change mode in which the transmission ratio is continuously changed in the transmission ratio change mode selection device and a step change mode in which the transmission ratio is changed in stages. Since the gear ratio of the drive device is changed by the manual transmission control means based on the change mode selected from the mode, it is selected when the range is switched during the manual transmission operation using the manual transmission operation device. The gear ratio is changed in accordance with the gear ratio change mode, and the vehicle traveling according to the user's preference is appropriately obtained.

  According to a second aspect of the present invention, there is provided a continuously variable transmission portion operable as an electric continuously variable transmission and an automatic transmission portion operable as an automatic transmission, and an output of a driving force source. (A) a manual transmission operation device for manually changing a gear stage or a transmission ratio in order to change a transmission ratio of the driving device; b) The change of the gear stage or the gear ratio by the manual gear shifting operation device in response to the manual operation can be selected from a continuous change mode in which the gear ratio is continuously changed and a step change mode in which the gear ratio is changed step by step. (C) When the manual transmission operation device is manually operated, the operation content of the manual transmission operation device and the transmission ratio change mode selection device are selected. The A manual shift control means for changing the speed ratio of the vehicular drive system is defined by a serial change mode is to include.

  According to this configuration, in the drive device including the continuously variable transmission unit that can operate as an electrical continuously variable transmission and the automatic transmission unit that can operate as an automatic transmission, when the manual transmission operation device is operated manually. Is the operation ratio of the manual transmission operation device, and two transmission ratio changes, a continuous change mode in which the transmission ratio is continuously changed in the transmission ratio change mode selection device and a step change mode in which the transmission ratio is changed in stages. Since the gear ratio of the drive device is changed by the manual transmission control means based on the change mode selected from the mode, when the gear stage or the gear ratio is switched during manual transmission operation using the manual transmission operation device The gear ratio is changed according to the selected gear ratio change mode, and the vehicle traveling according to the user's preference can be obtained appropriately.

  According to a third aspect of the present invention, there is provided a continuously variable transmission portion operable as an electric continuously variable transmission and an automatic transmission portion operable as an automatic transmission, and an output of a driving force source. (A) a differential state that is provided in the continuously variable transmission unit and that is capable of operating the continuously variable transmission unit electrically and continuously. A differential state switching device for selectively switching to a non-differential state incapable of performing a continuously variable speed change operation, and (b) a gear range change range or a gear ratio for changing the gear ratio of the drive device. (C) a manual shift operation device for manually switching a plurality of types of ranges that limit the change range; Manual shift change control means for setting the part in a non-differential state, In the door.

  According to this configuration, the continuously variable transmission unit that can be selectively switched between the differential state in which the electric continuously variable transmission operation can be performed and the non-differential state in which the electric continuously variable transmission operation cannot be performed by the differential state switching device. In a drive device including an automatic transmission unit operable as an automatic transmission, when the manual transmission operation device is manually operated, the continuously variable transmission unit is brought into a non-differential state by the manual transmission switching control means. Therefore, the electric continuously variable transmission in the continuously variable transmission unit is not executed, and only the range switching by the manual transmission operation using the manual transmission operation device is executed alone, and the shift response is improved. For example, during a downshift caused by a user operation using a manual transmission operation device, the driving force is quickly increased due to a stepwise change in the transmission gear ratio. Alternatively, a driving force source, for example, an engine braking effect by an engine can be quickly obtained during a downshift by a user operation.

  According to a fourth aspect of the present invention, there is provided a continuously variable transmission portion operable as an electric continuously variable transmission and an automatic transmission portion operable as an automatic transmission, and an output of a driving force source. (A) a differential state that is provided in the continuously variable transmission unit and that is capable of operating the continuously variable transmission unit electrically and continuously. A differential state switching device for selectively switching to a non-differential state incapable of operating a continuously variable transmission, and (b) manually changing the gear stage or the gear ratio in order to change the gear ratio of the driving device. A manual shift operation device for switching, and (c) a manual shift switching control for setting the continuously variable transmission portion to a non-differential state by a differential state switching device when the manual shift operation device is manually shifted. Means.

  According to this configuration, the continuously variable transmission unit that can be selectively switched between the differential state in which the electrical state variable speed shift operation can be performed and the non-differential state in which the electrical stepless speed shift operation cannot be performed by the differential state switching device. In a drive device including an automatic transmission unit operable as an automatic transmission, when the manual transmission operation device is manually operated, the continuously variable transmission unit is brought into a non-differential state by the manual transmission switching control means. Therefore, the electric continuously variable transmission in the continuously variable transmission unit is not executed, and only the shift of the gear stage or the gear ratio by the manual transmission operation using the manual transmission operation device is executed alone, and the shift response is improved. For example, during a downshift caused by a user operation using a manual transmission operation device, the driving force is quickly increased due to a stepwise change in the transmission gear ratio. Alternatively, a driving force source, for example, an engine braking effect by an engine can be quickly obtained during a downshift by a user operation.

  Here, preferably, in the driving device according to claim 1 or 2, the continuously variable transmission section includes a differential state in which the continuously variable transmission section can be electrically operated and the electrical continuously variable speed. A differential state switching device for selectively switching to a non-differential state incapable of shifting operation is provided. In this way, the continuously variable transmission is configured to be easily switched between a differential state and a non-differential state.

  Preferably, the continuously variable transmission unit includes a first electric motor, a differential mechanism that distributes engine output to the first electric motor and the transmission member, and power transmission between the transmission member and the drive wheel. And a second electric motor provided in the route. If it does in this way, the said continuously variable transmission part is made to function as an electrical continuously variable transmission.

  Preferably, the differential mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to the transmission member. The differential state switching device allows the first to third elements to rotate relative to each other to enter the differential state, and the first to third elements to enter the non-differential state. Are rotated together or their second element is brought into a non-rotating state. In this way, the differential mechanism is configured to be switched between a differential state and a non-differential state.

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

  Here, preferably, the differential mechanism is in a differential state in which the first to third rotating elements can rotate relative to each other by releasing the clutch and the brake, and the clutch is engaged. The transmission is a transmission with a transmission ratio of 1, or a speed-up transmission with a transmission ratio smaller than 1 due to 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.

  Preferably, the automatic transmission unit constitutes a part of a power transmission path between the transmission member and the drive wheel, and the gear ratio of the automatic transmission unit and the speed of the continuously variable transmission unit are changed. The overall transmission ratio of the drive device is formed based on the ratio. In this way, since the driving force can be widely obtained by using the gear ratio of the automatic transmission unit, the efficiency of the continuously variable transmission control in the continuously variable transmission unit is further enhanced.

  Preferably, the automatic transmission unit is a stepped automatic transmission. In this way, the continuously variable transmission and the stepped automatic transmission constitute a continuously variable transmission in the differential state of the continuously variable transmission, and the continuously variable transmission in the non-differential state of the continuously variable transmission. And a stepped automatic transmission constitute a stepped transmission.

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

  FIG. 1 is a skeleton diagram illustrating a 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 rotating member disposed on a common axis in a transmission case 12 (hereinafter referred to as a case 12) as a non-rotating member attached to a vehicle body, A continuously variable transmission 11 connected directly to the input shaft 14 or via a pulsation absorbing damper (vibration damping device) (not shown), and a power transmission path between the continuously variable transmission 11 and the drive wheel 38. An automatic transmission 20 as a stepped automatic transmission connected in series via a transmission member (transmission shaft) 18, and an output shaft 22 as an output rotating member connected to the automatic transmission 20 Are provided in series. The speed change mechanism 10 is suitably used for an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and is 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 continuously variable transmission 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 is included directly.

  The continuously variable transmission 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 outputs 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 for distribution and a second electric motor M2 provided to rotate integrally with the transmission member 18 are provided. The second electric motor M2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel 38. The first motor M1 and the second motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first motor M1 has at least a generator (power generation) function for generating a reaction force, and the second motor M2 has at least a motor (electric motor) function for outputting driving force as a driving force source for traveling.

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

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

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 is brought into a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the power distribution mechanism 16 includes three elements of the first planetary gear device 24. Since the first sun gear S1, the first carrier CA1, and the first ring gear R1 are all in a locked state in which they are rotated, that is, integrally rotated, the non-differential state in which the differential action is impossible is made. Since the rotational speed of the transmission member 18 coincides, the continuously variable transmission unit 11 is set to a constant transmission state that functions as a transmission in which the transmission ratio γ0 is fixed to “1”. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 16 is in a locked state in which the first sun gear S1 is brought into a non-rotating state. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1 because the differential action is impossible, the power distribution mechanism 16 functions as a speed increasing mechanism. The continuously variable transmission 11 is set to a constant transmission state that functions as a speed-up transmission in which the speed ratio γ0 is fixed to a value smaller than “1”, for example, about 0.7. As described above, in this embodiment, the switching clutch C0 and the switching brake B0 operate as a continuously variable transmission that operates the continuously variable transmission unit 11 as a continuously variable transmission whose speed ratio can be continuously changed. A step-shift state (differential state) and a lock state in which the change of the gear ratio is locked without changing the stepless gear shift operation without operating as a continuously variable transmission, that is, a single step or a plurality of one or more gear ratios An electric continuously variable transmission that operates as a stage transmission (non-differential state) that cannot be operated, in other words, a constant transmission state that operates as a single-stage or multiple-stage transmission with a constant gear ratio. It functions as a differential state switching device that selectively switches.

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

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

  The 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 the present embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and either one of the switching clutch C0 and the switching brake B0 is engaged to operate the continuously variable transmission unit 11 as described above. 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, the transmission mechanism 10 operates as a stepped transmission by the continuously variable transmission unit 11 and the automatic transmission unit 20 that are brought into the constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. A continuously variable transmission portion 11 and an automatic transmission portion 20 configured as a continuously variable transmission state and configured to be in a continuously variable transmission state by disengaging neither the switching clutch C0 nor the switching brake B0 are used as an electric continuously variable transmission. A continuously variable transmission state that operates is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging either the switching clutch C0 or the switching brake B0, and is not operated by engaging any of the switching clutch C0 or the switching brake B0. It is switched to the step shifting state. The continuously variable transmission unit 11 can also be said to be a transmission that can be switched between a stepped transmission state and a continuously variable transmission state.

  For example, when the speed change mechanism 10 functions as a stepped transmission, as shown in FIG. 2, the gear ratio γ1 is set to a maximum value, for example, “3” due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage of about 3.357 "is established, and the gear ratio γ2 is smaller than the first speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second brake B2, for example,“ The second speed gear stage which is about 2.180 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the first brake B1, for example," The third speed gear stage which is about 1.424 "is established, and the gear ratio γ4 is smaller than the third speed gear stage by engagement of the switching clutch C0, the first clutch C1 and the second clutch C2, for example," The fourth speed gear stage that is about .000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ5 to be smaller than the fourth speed gear stage, for example," The fifth gear stage which is about 0.705 "is established. Further, by the engagement of the second clutch C2 and the third brake B3, the reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

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

FIG. 3 shows a transmission mechanism 10 including a continuously variable transmission unit 11 that functions as a differential 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, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the continuously variable transmission unit 11 are in order from the left side to the second rotation element (second element) RE2. 1 shows a relative rotational speed of the first ring gear R1 corresponding to the sun gear S1, the first carrier CA1 corresponding to the first rotating element (first element) RE1, and the third rotating element (third element) RE3. Is determined according to the gear ratio ρ1 of the first planetary gear unit 24. Further, the five vertical lines Y4, Y5, Y6, Y7, Y8 of the automatic transmission unit 20 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. And the 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 continuously variable transmission 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 includes the first rotating element RE1 (first speed) of the first planetary gear device 24 in the power distribution mechanism 16 (the continuously variable transmission portion 11). 1 carrier CA1) is connected to the input shaft 14, that is, the engine 8, and 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. Is connected to the case 12 via the switching brake B0, and the third rotating element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2 to rotate the input shaft 14. Is transmitted (inputted) to the automatic transmission unit (stepped transmission unit) 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

For example, when switching to the continuously variable transmission state (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 an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 and a vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22. The rotational speed of the output shaft 22 at the second speed is shown, and an oblique straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotational element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed, and the horizontal straight line L4 and the output shaft determined by engaging the first clutch C1 and the second clutch C2. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the motor 22. In the first speed through the fourth speed, as a result of the switching clutch C0 is engaged, the eighth rotary element RE8 at the same speed as the engine speed N _E from the continuously variable transmission unit 11 or power distributing mechanism 16 Power is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, since the power from the continuously variable transmission unit 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, the Output of the fifth speed at the intersection of the horizontal straight line L5 determined by the engagement of the two clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotation speed of the seventh rotation element RE7 connected to the output shaft 22 The rotational speed of the shaft 22 is shown.

  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 according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control relating to the engine 8, the first and second electric motors M1 and M2, and the shift control of the automatic transmission 20 is executed.

The electronic control unit 40 includes a signal indicating the engine water temperature, a signal P _SH indicating the shift position of the shift lever 48 (see FIG. 5), and an engine rotation speed that is the rotation speed of the engine 8 from the sensors and switches shown in FIG. signal representative of the N _E, the signal indicating the set value of gear ratio row, M signal for commanding (motor running) mode, air conditioning signal indicating the operation of an air conditioner, a vehicle speed signal corresponding to the rotational speed of the output shaft 22, the automatic transmission portion 20 An oil temperature signal indicating the hydraulic oil temperature, a signal indicating the side brake operation, a signal indicating the foot brake operation, a catalyst temperature signal indicating the catalyst temperature, an accelerator opening signal Acc indicating the operation amount of the accelerator pedal 45, a cam angle signal, Snow mode setting signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, auto cruise signal indicating auto cruise driving, vehicle weight Vehicle weight signal, wheel speed signal indicating the wheel speed of each drive wheel, and presence / absence of continuous mode switch operation for continuously changing the shift range during manual shifting of the transmission mechanism 10 by manual operation of the shift lever 48. A signal indicating whether or not a step mode switch is operated to change the shift range stepwise during manual shifting of the speed change mechanism 10 by manual operation of the shift lever 48, a signal indicating the rotational speed NM1 of the first electric motor M1, A signal indicating the rotational speed NM2 of the electric motor M2 is supplied.

  Further, the electronic control device 40 receives a drive signal for a throttle actuator for operating the throttle valve opening, 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 the snow mode, an ABS operation signal for operating an ABS actuator for preventing wheel slipping during braking, and an M mode for displaying that the M mode is selected Hydraulic actuator of hydraulic friction engagement device of display signal, continuously variable transmission unit 11 and automatic transmission unit 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 for control, a drive command signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 42, and a signal for driving an electric heater A signal to the cruise control computer is output.

FIG. 5 is a functional block diagram for explaining a main part of the control function by the electronic control unit 40. In FIG. 5, the stepped shift control means 54 is, for example, a vehicle speed V and 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 continuously variable transmission unit 11, while driving the engine 8 and the second electric motor M2. The transmission ratio γ0 of the continuously variable transmission unit 11 as an electric continuously variable transmission is controlled by changing the force distribution and the reaction force generated by the power generation of 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 Therefore, the continuously variable transmission 11 is made to function as an electrical continuously variable transmission. 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 the speed ratio γ0 of the continuously variable transmission portion 11 so as to obtain the target value And the total gear ratio γT is controlled within a 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 to the transmission member 18. However, part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted there to electric energy, and 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 continuously variable transmission unit 11 regardless of whether the engine 8 is stopped or in an idle state. it can. Further, the hybrid control means 52 controls the reaction force generated by the power generation of the first electric motor M1 when starting the vehicle using the engine 8 as a driving force source instead of the motor starting, that is, starting the engine. The rotational speed of the transmission member 18 is increased by the 16 differential action to control the engine start. As described above, the motor start is normally 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 continuously variable transmission unit 11 regardless of whether the vehicle is stopped or in a low vehicle speed state. For example, when the state of charge SOC of the power storage device 60 decreases when the vehicle stops and the first motor M1 needs to generate power, the first motor M1 is generated by the power of the engine 8, and the first motor M1 is generated. pulled rotational speed of the 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 continuously variable transmission unit 11 regardless of whether the vehicle is stopped or traveling. It is to maintain the rotational 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 continuously variable transmission 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. In other words, a state equivalent to a state where the power transmission path in the continuously variable transmission 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 speed change 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 continuously variable transmission unit 11 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear stage is achieved according to the engagement table shown in FIG.

  For example, when the fifth gear is determined by the acceleration-side gear determination means 62, the so-called overdrive gear that has a transmission gear ratio smaller than 1.0 is obtained for the entire transmission mechanism 10. For this purpose, the switching control means 50 releases the switching clutch C0 and engages the switching brake B0 so that the continuously variable transmission 11 can function as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. The command is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 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. 50 is a command to the hydraulic pressure control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the continuously variable transmission unit 11 functions as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. Output. In this way, the speed change mechanism 10 is switched to the stepped shift state by the switching control means 50 and is selectively switched to be one of the two types of shift steps in the stepped shift state. 11 is caused to function as a sub-transmission, and the automatic transmission unit 20 in series functions as a stepped transmission, whereby the entire transmission mechanism 10 is caused to function as a so-called stepped automatic transmission.

  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 continuously variable transmission unit 10 can obtain the continuously variable transmission state as a whole. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic pressure control circuit 42 so that the stepless speed change can be performed by setting the step No. 11 to the stepless speed change state. 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 stepped shift control means 54 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the continuously variable transmission unit 11 switched to the continuously variable transmission state by the switching control means 50 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with it functions as a stepped transmission. At the same time, the rotational speed input to the automatic transmission unit 20 for the first, second, third, and fourth gears of the automatic transmission unit 20, that is, The rotational speed of the transmission member 18 is changed steplessly, so that each gear stage has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously.

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 the determination of the stepped control region and the stepless control region. In other words, the area or FIG. 6 includes a vehicle-speed limit V1 and the upper output torque T1, which one of the step-variable control region and the continuously variable control region by switching control means 50 and an output torque T _OUT with the vehicle speed V as a parameter It is the switching diagram (switching map, relationship) memorize | stored beforehand for determination. 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, 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 according to 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 It is a switching diagram (switching map, relationship) stored in advance in, for example, the shift diagram storage means 56 having a line. Switching control means 50, based on the switching diagram of FIG. 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 view showing an example of the shift operation device 46 which is the manual transmission operation device shown in FIG. The shift operation device 46 includes a shift lever 48 that is disposed next to the driver's seat, for example, and is operated to select a plurality of types of shift positions. The shift lever 48 is in a neutral state, that is, a neutral state in which the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is blocked, and for locking the output shaft 22 of the automatic transmission unit 20. Parking position “P (parking)”, reverse traveling position “R (reverse)” for backward traveling, neutral position “N (neutral)” for making the neutral state with the power transmission path in transmission mechanism 10 interrupted, forward The automatic transmission travel position “D (drive)” or the forward manual transmission travel position “M (manual)” is manually operated.

  In each of the shift positions indicated by the “P” to “M” positions, the non-traveling positions of the “P” position and the “N” position render the vehicle in which the power transmission path in the automatic transmission unit 20 is interrupted impossible to drive. This is a non-driving position for selecting switching of the power transmission path to the power transmission cutoff state. Further, each of the travel positions of the “R” position, the “D” position, and the “M” position is set to the power transmission possible state of the power transmission path that enables driving of the vehicle to which the power transmission path in the automatic transmission unit 20 is connected. Drive position for backward travel ("R" position) or forward travel ("D", "M" position). 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 one of a plurality of types of shift ranges is selected according to the operation of the shift lever 48. In the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 48 is moved to the upshift position “+” or the downshift position. When “−” is operated, one of a plurality of types of shift ranges is selected.

  The plurality of types of shift ranges selected at the “M” position are those on the high speed side (the gear ratio is the minimum side) in the gear range change range or the total gear ratio γT change range in which the automatic shift control of the transmission mechanism 10 is possible. The change range is limited so that the gear stage or the total gear ratio γT is different. As described above, the shift operation device 46 switches a plurality of types of shift ranges in order to change the total gear ratio γT of the transmission mechanism 10 by manual operation at the “M” position. FIG. 10 is a setting example of the shift range when the continuously variable transmission unit 11 is locked (constant shift state). In FIG. 10, in the “D” range and the “4” range, the first speed gear stage (1st) to the fourth speed gear stage (4th), and in the “3” range, the first speed gear stage (1st) to the third speed. When the gear stage (3rd) is in the “2” range, the first speed gear stage (1st) to the second speed gear stage (2nd), and in the “L” range, only the first gear stage (1st) is the automatic transmission. (Stepped transmission unit) This is a change range of the gear stage in which the automatic transmission of the step 20 is possible. Further, the switching brake B0 is engaged in the “D” range, and the switching clutch C0 is engaged in the “L” range to the “4” range. The “D” range is the same as the “D” position of the shift lever 48.

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 shift operation device 46 is provided with a shift position sensor 49 for detecting each shift position of the shift lever 48. A signal _PSH indicating the shift position of the shift lever 48 and an upshift at the “M” position are provided. The number of operations to the position “+” or the downshift position “−”, the holding time, and the like are output from the shift position sensor 49 to the electronic control unit 40.

  FIG. 11 is a view showing a seesaw type switch 44 (hereinafter referred to as a switch 44) which is an example of a gear ratio change mode selection device. The switch 44 is disposed beside the driver's seat, for example, so that it can be manually operated by the user. The switch 44 continuously switches a plurality of types of ranges at the “M” position by the shift operation device 46, and continuously changes the gear ratio by setting the continuously variable transmission 11 to the continuously variable transmission state (differential state). The user can select one of two control modes, i.e., two speed ratio change modes, that is, a change mode and a step change mode in which the continuously variable transmission unit 11 is in a constant speed change state (non-differential state) and the speed change ratio is changed stepwise. Selectable. The continuous change mode is a control mode for continuously changing the total speed ratio γT of the speed change mechanism 10, in other words, continuously changing the speed ratio. For example, the switch 44 of FIG. The position (part) displayed as continuous, that is, the continuous change mode command button can be selected by being pressed by the user. The step change mode is a control mode for changing the total gear ratio γT of the speed change mechanism 10 stepwise, that is, stepwise, and is displayed as a step of the switch 44 in FIG. 11 corresponding to the step change mode, for example. The position (part), that is, the step change mode command button can be selected by being pressed by the user.

  That is, the switch 44 is used by the user to select a change tendency of the total speed ratio γT of the speed change mechanism 10 when the shift range is switched by manual operation at the “M” position of the shift operation device 46, that is, during manual shift. is there. For example, when the user likes or desires a smooth increase in driving force or continuous engine braking feeling, the continuous change mode is selected by manual operation so as to continuously change the total speed ratio γT of the speed change mechanism 10. do it. Further, when the user likes or desires a quick driving force increase or an engine braking effect, the step change mode may be selected by manual operation so as to change the total speed ratio γT of the speed change mechanism 10 stepwise. .

Returning to FIG. 5, the shift position determination means 80 determines which position of the shift lever 48 is based on the signal _PSH indicating the shift position of the shift lever 48 from the shift position sensor 49, and which is the shift lever 48. It is determined whether or not it has been operated to the position or the operation position. For example, the shift position determination unit 80 determines whether the shift position of the shift lever 48 is the “M” position or the “D” position based on the signal P _SH indicating the shift position. . Further, the shift position determination means 80 determines whether or not the shift position of the shift lever 48 is manually operated from the “D” position to the “M” position based on the signal P _SH indicating the shift position. Further, the shift position determination means 80 determines the number of operations to the upshift position “+” or the downshift position “−” in the “M” position, the holding time, and the like based on the signal _PSH indicating the shift position.

  The automatic speed change control means 82 includes the switching control means 50, the hybrid control means 52, and the stepped speed change control means 54, and the “D” position is selected by operating the shift lever 48 to determine the shift position. If it is determined by the means 80 that the shift position of the shift lever 48 is the “D” position, the gear ratios of the continuously variable transmission unit 11 and the automatic transmission unit 20 to control the total gear ratio γT of the transmission mechanism 10. Is controlled based on the vehicle state. Specifically, the automatic shift control means 82 causes the switch control means 50 to execute automatic change control of the shift state of the speed change mechanism 10 based on the previously stored shift map and switch map shown in FIG. By causing 52 to execute the transmission ratio control of the continuously variable transmission unit 11 and causing the stepped transmission control means 54 to execute automatic transmission control of the automatic transmission unit 20, the transmission mechanism 10 is switched to the stepped transmission state. For example, the speed change mechanism 10 is automatically controlled in the range of the first to fifth speed gears as shown in FIG. 2 when traveling, or the speed change mechanism 10 is switched to the continuously variable speed state. The mechanism 10 is obtained by a continuously variable transmission ratio width of the continuously variable transmission unit 11 and each gear stage of the automatic transmission unit 20 that is subjected to automatic transmission control within a range from the first speed gear stage to the fourth speed gear stage. 10 shifts possible Thereby automatic shift control within a variation range of a total speed ratio [gamma] T.

  The “D” position is also a shift position for selecting an automatic transmission mode (hereinafter, referred to as an automatic transmission mode) which is a control mode in which automatic transmission control of the transmission mechanism 10 is executed by the automatic transmission control means 82.

  The change mode determination unit 84 changes the speed of the transmission mechanism 10 with respect to the number of operations and the holding time for the upshift position “+” or the downshift position “−” at the “M” position determined by the shift position determination unit 80. Whether the possible total gear ratio γT is changed continuously or stepwise is determined by the user, for example, whether or not the continuous change mode command button is selected in the switch 44 Judgment based on.

  When the shift position determination unit 80 determines that the shift position of the shift lever 48 is the “M” position, the switching control unit 50 uses the switch 44 to switch the continuous change mode command button and the step change mode command button. Based on the determination result by the change mode determination means 84 as to which is selected, the transmission mechanism 10 is switched preferentially to either the continuously variable transmission state or the stepped transmission state. In other words, the switching control means 50 selects the switch 44 in preference to the switching of the transmission mechanism 10 to either the continuously variable transmission state or the stepped transmission state executed based on the switching diagram of FIG. Based on the state, the transmission mechanism 10 is selectively switched between a continuously variable transmission state and a stepped transmission state.

  Specifically, when the continuous change mode command button is selected in the switch 44, the switching control means 50 is continuously variable so that the total speed ratio γT at which the speed change mechanism 10 can change is continuously changed. The transmission unit 11 is preferentially switched to the continuously variable transmission state. Further, when the step change mode command button is selected in the switch 44, the continuously variable transmission 11 is prioritized to the constant speed change state so that the total speed change ratio γT of the speed change mechanism 10 can be changed stepwise. Switch automatically.

  Further, the switch 44 is provided with a neutral position where neither the continuous change mode command button nor the step change mode command button is selected, and when the switch 44 is in the neutral position, that is, the transmission mechanism 10 desired by the user. When the change ratio of the total gear ratio γT is not selected, and the shift position determination means 80 determines that the shift position of the shift lever 48 is the “M” position where manual shift operation is possible. The switching control means 50 also functions as a manual shift switching control means for preferentially switching the continuously variable transmission portion 11 to the constant shift state so that the total speed ratio γT of the transmission mechanism 10 that can be changed can be changed stepwise. To do.

  The manual shift control means 86 includes shift range setting means 88 for setting a shift range during a manual shift operation in which the shift lever 48 is manually operated in the “M” position to switch the shift range, and the “M” position is the shift lever. 48, when the shift position determining means 80 determines that the shift position of the shift lever 48 is the “M” position, the maximum speed of the shift range set by the shift range setting means 88 is selected. The transmission mechanism 10 is subjected to automatic transmission control within the range of the transmission ratio that does not exceed the side transmission ratio. For example, the manual shift control unit 86 causes the hybrid control unit 52 to execute the gear ratio control of the continuously variable transmission unit 11 based on the shift range set by the shift range setting unit 88 and causes the stepped shift control unit 54 to perform automatic shift. By executing the automatic transmission control of the unit 20, the automatic transmission control of the transmission mechanism 10 is performed within the range of the total transmission ratio γT that can be changed in each transmission range. In the automatic shift control of the transmission mechanism 10 by the manual shift control means 86, the shift state of the transmission mechanism 10 by the switching control means 50 is not switched with respect to the automatic shift control of the transmission mechanism 10 by the automatic shift control means 82. This is the same as the above, except that the shift range set by the shift range setting means 88 is mainly different.

  First, when the shift position determining means 80 determines that the shift lever 48 is manually operated from the “D” position to the “M” position, the shift range setting means 88 is manually operated to the “M” position. In other words, the automatic transmission unit 20 at the “D” position immediately before being executed, in other words, the final transmission stage of the automatic transmission unit 20 at the “D” position is determined by, for example, the stepped transmission control means 54. Judgment is made on the basis of the shift speed. Then, the shift range setting means 88 sets the initial range of the “M” position based on the gear position (speed ratio) of the automatic transmission unit 20 when traveling in the “D” position.

  For example, the shift range setting means 88 sets a range in which the final shift stage of the automatic transmission unit 20 at the “D” position traveling is the highest speed shift stage as the initial range. When the initial range is set so that the shift stage on the higher speed side than the final shift stage of the automatic transmission unit 20 when traveling in the “D” position is the highest shift stage, after switching to the “M” position, Since the automatic shift by the stepped shift control means 54 can be performed up to the shift stage on the high speed side, there is a possibility that the upshift is performed again and a sense of incongruity occurs. Similarly, if the high-speed side shift stage is set to the maximum-speed side shift stage of the initial range, if it is desired to downshift after switching to the “M” position, the initial stage for setting the shift range to the downshift stage is used. The number of operations of the shift lever 48 from the range increases, and as a result, the downshift responsiveness may be lowered. Therefore, the shift range setting means 88 is arranged so that the final shift stage of the automatic transmission unit 20 when traveling in the “D” position becomes the highest speed side shift stage in order to prevent such discomfort and a decrease in responsiveness. Set.

  Next, the shift range setting means 88 determines whether the continuous change mode command button or the step change mode command button is selected in the switch 44 by the change mode determination means 84 and the shift result. Based on the operation content of the operation device 46, that is, the number of operations to the upshift position "+" or the downshift position "-" at the "M" position determined by the shift position determination means 80 and the holding time, the manual shift control means 82 is provided. The shift range used at the time of manual shifting is changed sequentially from the set initial range and set sequentially.

  Specifically, when the continuous change mode command button is selected in the switch 44, the shift range setting means 88 determines the number of operations to the upshift position “+” or the downshift position “−” and the holding time. Based on this, a shift range corresponding to the total speed ratio γT on the fastest side is set so that the total speed ratio γT on the fastest speed side of the speed change mechanism 10 can be continuously changed. For example, as shown in FIG. 12 (a), the shift range setting means 88 provides a total gear ratio on the highest speed side at which the speed change mechanism 10 can shift while the shift lever 48 is held at the downshift position "-". The shift range is continuously reduced so that γT continuously increases. For example, the shift range is continuously set like “4.3” range, “4.2” range,.

  Further, when the step change mode command button is selected on the switch 44, the shift range setting means 88 shifts based on the number of operations to the upshift position “+” or the downshift position “−” and the holding time. A speed range corresponding to the total speed ratio γT on the highest speed side is set so that the total speed ratio γT on the fastest speed side of the mechanism 10 changes stepwise. For example, as shown in FIG. 12 (b), the shift range setting means 88 is used every time the shift lever 48 is held at the downshift position “−”, that is, every number of times corresponding to the holding time at the downshift position “−”. In addition, the shift range is decreased step by step so that the total speed ratio γT on the highest speed side at which the speed change mechanism 10 can shift is increased step by step. For example, the shift range is set stepwise as shown in “4” range, “3” range,... Shown in FIG.

  Thus, the manual shift control means 86 is set by the shift range setting means 88 when the manual shift operation is determined by the shift position determination means 80 to determine that the shift position of the shift lever 48 is the “M” position. By performing automatic shift control of the transmission mechanism 10 so as to achieve the highest speed ratio in the selected shift range, the control mode for switching the plurality of types of ranges selected by the switch 44 is changed to the continuous change mode command button and the step change. The total speed ratio γT of the speed change mechanism 10 is changed based on the determination result by the change mode determination means 84 as to which of the mode command buttons.

  The “M” position is also a shift position for selecting a manual shift travel mode (hereinafter referred to as a manual shift mode) which is a control mode in which the manual shift control of the speed change mechanism 10 is executed by the manual shift control means 86.

  FIG. 10 is also an example of setting the initial range by the shift range setting means 88 when the step change mode command button is selected at the switch 44 at the “M” position of the shift lever 48. As shown in FIG. 10, five shift ranges of “D” range to “L” range are set as initial ranges corresponding to the highest speed shift step where the automatic shift portion (stepped shift portion) 20 can shift. The The “D” range and the “4” range have the same shift speeds in which the automatic transmission unit 20 can shift, but are set as initial ranges based on the difference in the locked state (constant shift state) of the continuously variable transmission unit 11. The That is, in the case of the fourth speed gear stage in which the switching clutch C0 is engaged based on the vehicle state from the shift map stored in advance shown in FIG. In the case of the fifth gear, the “D” range is set as the initial range.

  In FIG. 10, when the step change mode command button is selected at the switch 44 at the “M” position of the shift lever 48, the switching control means 50 continuously controls the manual shift by the manual shift control means 82. Since the transmission unit 11 is switched to the constant shift state (locked state), only the shift stage of the automatic transmission unit 20 is switched independently by the stepped shift control means 54 in the “4” range to the “L” range. In the “D” range to the “4” range, the switching control means 50 switches between the engagement of the switching clutch C0 and the engagement of the switching brake B0, and the difference in the locked state of the continuously variable transmission unit 11 is independent. Can be switched. Therefore, the shift response at the time of manual shift is improved by the stepwise change of the gear ratio. Further, since the shift control of the automatic transmission unit 20 is executed independently without executing the continuously variable transmission control of the continuously variable transmission unit 11, the continuously variable transmission control of the continuously variable transmission unit 11 is executed simultaneously. Compared with this, the shift control becomes simple.

  In FIG. 10, in the “D” range to the “2” range, the continuously variable transmission unit 11 is preferentially switched to the constant shift state (locked state) by the switching control means 50. That is, in the “L” range in which the first speed gear stage (1st) is set, the speed change state of the continuously variable transmission unit 11 is either a differential state (continuously variable speed state) or a locked state (constant speed change state). Can also be switched. For example, when the operation of the engine 8 is required while the vehicle is stopped, the continuously variable transmission unit 11 is set in the differential state and the operation of the engine 8 is maintained by the hybrid control means 52. As the engine operation in the vehicle stop state, when the engine water temperature is lower than that during steady running and it is necessary to warm up by operating the engine, the state of charge SOC of the power storage device 60 decreases and the first electric motor M1 When power generation by the engine becomes necessary, when there is a shortage of drive current for auxiliary equipment such as an air conditioner, or when it is necessary to drive the auxiliary equipment by the engine 8, or when the engine is started using the engine as a driving force source Etc. In the case of motor start using only the electric motor, for example, the second electric motor M2, as the driving force source, the continuously variable transmission unit 11 may be in a locked state.

  FIG. 13 is a flowchart for explaining a shift control operation for obtaining the vehicle travel desired by the user at the time of manual shift at the main part of the control operation of the electronic control unit 40, that is, the “M” position of the shift lever 48, for example, several msec. It is repeatedly executed with a very short cycle time of about several tens of milliseconds.

First, in a step (hereinafter, step is omitted) S1 corresponding to the shift position determination means 80, the shift position of the shift lever 48 is determined based on the signal _PSH indicating the shift position of the shift lever 48 from the shift position sensor 49. It is determined whether or not it is in the “M” position. If the determination at S1 is negative, this routine is terminated.

If the determination in S1 is affirmative, in S2 corresponding to the change mode determination means 84, the number of operations and the holding time for the upshift position “+” or the downshift position “−” of the shift lever 48 in the “M” position. On the other hand, whether the continuous change mode command button is selected by the switch 44, for example, whether the user has selected whether to change the total change gear ratio γT of the speed change mechanism 10 continuously or stepwise. It is determined based on whether or not it is in a state. Time point _{t 1} in FIG. 12 shows this state.

  If the determination in S2 is affirmative, in S3 corresponding to the switching control means 50, the continuously variable transmission section (continuously variable section) 11 so that the total speed ratio γT that can be changed by the transmission mechanism 10 can be continuously changed. Is preferentially switched to the continuously variable transmission state (differential state, non-lock state). Next, in S4 corresponding to the manual shift control means 82, first, an initial range is set so that the final shift stage of the automatic transmission unit 20 when traveling in the “D” position is the highest speed shift stage. Next, while the shift lever 48 is held at the upshift position “+” or the downshift position “−”, as shown in FIG. A speed range corresponding to the total speed ratio γT on the highest speed side is set so that the total speed ratio γT changes continuously. Then, in order to continuously change the total speed ratio γT of the speed change mechanism 10, the speed change mechanism 10 is subjected to automatic speed change control so as to be the highest speed side speed ratio of the set speed range.

  If the determination in S2 is negative, in step S5 corresponding to the switching control means 50, the continuously variable transmission portion (stepless portion) 11 is set so that the total gear ratio γT that can be changed by the transmission mechanism 10 can be changed stepwise. Is preferentially switched to the constant speed change state (non-differential state, lock state). Next, in S6 corresponding to the manual shift control means 82, first, an initial range is set so that the final shift stage of the automatic transmission unit 20 when traveling in the “D” position is the highest speed shift stage. Next, as shown in FIG. 12B, the maximum speed at which the speed change mechanism 10 can change the speed every time the shift lever 48 is operated to the downshift position “−” or the number of times corresponding to the holding time. The speed range corresponding to the highest speed total gear ratio γT is set step by step so that the side total gear ratio γT changes step by step. Then, in order to change the total speed ratio γT of the speed change mechanism 10 in a stepwise manner, the speed change mechanism 10 is automatically controlled so as to become the highest speed side speed ratio of the set speed range.

  As described above, according to the present embodiment, by providing the switching clutch C0 and the switching brake B0, a differential state in which an electrical continuously variable transmission operation is possible and a non-differential state in which an electrical continuously variable transmission operation is not possible are provided. In the drive device including the continuously variable transmission unit 11 and the automatic transmission unit 20 that are selectively switched to each other, when manual shift operation is performed at the “M” position of the shift operation device 46, , Manual shift control means based on a change mode selected from two change ratio change modes of a continuous change mode for changing the change gear ratio in a switch 44 and a step change mode for changing the change gear ratio stepwise. 86, the total gear ratio γT of the speed change mechanism 10 is changed. Therefore, when the range is switched during the manual speed change operation using the shift operation device 46, the selection is made. Traveling of the vehicle speed change ratio was in preference of the user to change according to a shift ratio change modes is properly obtained.

  Further, according to the present embodiment, when manual shift operation is performed at the “M” position of the shift operation device 46, the continuously variable transmission unit 11 is non-differentiated by the switching control means 50 (manual shift switching control means). Thus, the electric continuously variable transmission in the continuously variable transmission unit 11 is not executed, and only the shift range switching by manual shift operation using the shift operation device 46 is executed alone, and the shift response is improved. For example, during a downshift caused by a user operation using the shift operation device 46, the driving force is quickly increased due to a stepwise change in the gear ratio. Alternatively, an engine braking effect can be quickly obtained during a downshift by a user operation.

  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.

  The shift operating device 46 according to the above-described embodiment is configured to change the total speed change so that the high speed side total speed ratio γT that enables the automatic speed change control of the speed change mechanism 10 to change the total speed ratio γT of the speed change mechanism 10 by manual operation is different. The shift operation device 46 according to the present embodiment, instead of switching the shift range, changes the total speed ratio γT of the transmission mechanism 10 by manual operation. The total gear ratio γT is switched to change the value. That is, the shift operating device 46 of the present embodiment switches the total speed ratio γT on the highest speed side in the change range of the total speed ratio γT limited by the speed range described above.

  FIG. 14 is an example of setting the gear stage when the continuously variable transmission unit 11 is in the locked state (constant transmission state). In FIG. 14, the fourth gear (4th) is set for the “5” gear and the “4” gear, the third gear (3rd) is set for the “3” gear, and the second gear is set for the “2” gear. When the speed gear (2nd) is “1”, the first speed (1st) is set as the gear to be shifted by the automatic transmission (stepped transmission) 20. Further, the switching brake B0 is engaged at the “5” gear, and the switching clutch C0 is engaged at the “1” to “4” gear.

  Therefore, when the shift lever 48 is operated to the “M” position, the gear ratio is set instead of setting the gear range in the above-described embodiment, that is, the highest speed gear of each gear range is set. The only difference is that the gear ratio is set, and the rest is the same as in the previous embodiment.

  For example, the switch 44 switches the total speed ratio γT at the “M” position by the shift operating device 46 in place of the above-described embodiment, and the continuously variable transmission unit 11 is continuously variable (differential state). As a user, there are two speed ratio change modes, a continuous change mode for continuously changing the speed ratio and a step change mode for changing the speed ratio stepwise by setting the continuously variable transmission 11 to a constant speed change state (non-differential state). Can be selected alternatively.

  Further, for example, the manual transmission control means 86 includes a transmission ratio setting means (not shown) for setting the total transmission ratio γT at the manual transmission at the “M” position, instead of the above-described embodiment, and the “M” position is a shift lever. When the shift position determination means 80 determines that the shift position of the shift lever 48 is the “M” position, the total speed ratio γT set by the speed ratio setting means is set. The transmission mechanism 10 is controlled to change the speed.

  The speed ratio setting means corresponds to the speed range setting means 88, and is the same except that the total speed ratio γT is set instead of the speed range setting. That is, the speed ratio setting means sets the total speed ratio γT corresponding to the speed ratio on the highest speed side of the speed range set by the speed range setting means 88 as a target speed ratio during manual speed control by the manual speed control means 86. Set as.

  As described above, the manual transmission control unit 86 is set by the transmission ratio setting unit when the shift position determination unit 80 determines that the shift position of the shift lever 48 is the “M” position. By controlling the speed change of the speed change mechanism 10 so that the total speed ratio γT corresponding to the highest speed side speed ratio of the speed change range is obtained, the control mode for changing the speed ratio selected by the switch 44 is changed to the continuous change mode command button. The total speed ratio γT of the speed change mechanism 10 is changed based on the determination result by the change mode determination means 84 as to which of the step change mode command buttons.

  FIG. 14 is also an example of setting the initial gear ratio by the gear ratio setting means when the step change mode command button is selected at the switch 44 at the “M” position of the shift lever 48, and corresponds to FIG. This is an example. As shown in FIG. 14, in the “4” to “1” gears, the “4” to “1” gears are the initial gears corresponding to the gears of the automatic transmission (stepped transmission) 20. Set as a ratio. Further, in the “5” gear stage, the automatic transmission unit 20 is set to the fourth speed gear stage while maintaining the “4” gear stage, and the locked state of the continuously variable transmission unit 11 changes from the engagement of the switching clutch C0 to the engagement of the switching brake B0. Can be switched.

  In FIG. 14, when the step change mode command button is selected at the switch 44 at the “M” position of the shift lever 48, the switching control means 50 continuously controls the manual shift by the manual shift control means 82. Since the transmission unit 11 is switched to the constant transmission state (locked state), only the gear stage of the automatic transmission unit 20 is switched independently by the stepped transmission control means 54 in the “4” gear stage to the “1” gear stage. Further, in the “5” gear stage to the “4” gear stage, the engagement of the switching clutch C0 and the engagement of the switching brake B0 are switched by the switching control means 50, and the difference in the locked state of the continuously variable transmission unit 11 is thus determined. It can be switched alone. Therefore, the shift response at the time of manual shift is improved by the stepwise change of the gear ratio. Further, since the shift control of the automatic transmission unit 20 is executed independently without executing the continuously variable transmission control of the continuously variable transmission unit 11, the continuously variable transmission control of the continuously variable transmission unit 11 is executed simultaneously. Compared with this, the shift control becomes simple.

  In FIG. 14, in the “5” gear stage to the “2” gear stage, the continuously variable transmission unit 11 is preferentially switched to the constant transmission state (lock state) by the switching control means 50, but the minimum speed for forward travel In the “1” gear stage in which the gear stage, that is, the first speed gear stage (1st) is set, the speed change state of the continuously variable transmission unit 11 is locked to the differential state (stepless speed change state) as in the embodiment described above. It can be switched to either the state (constant speed change state).

  As described above, according to the present embodiment, by providing the switching clutch C0 and the switching brake B0, a differential state in which an electrical continuously variable transmission operation is possible and a non-differential state in which an electrical continuously variable transmission operation is not possible are provided. In the drive device including the continuously variable transmission unit 11 and the automatic transmission unit 20 that are selectively switched to each other, when a manual shift operation is performed at the “M” position of the shift operation device 46, , Manual shift control means based on a change mode selected from two change ratio change modes, a continuous change mode for changing the change gear ratio continuously in the switch 44 and a step change mode for changing the change gear ratio stepwise. 86, the total speed ratio γT of the speed change mechanism 10 is changed, so that the total speed ratio γT is switched during a manual speed change operation using the shift operation device 46. Then, the gear ratio is changed according to the selected gear ratio change mode, and the vehicle traveling according to the user's preference can be obtained appropriately.

  Further, according to the present embodiment, when manual shift operation is performed at the “M” position of the shift operation device 46, the continuously variable transmission unit 11 is non-differentiated by the switching control means 50 (manual shift switching control means). Therefore, the electric continuously variable transmission in the continuously variable transmission unit 11 is not executed, and only the gear ratio switching by the manual transmission operation using the shift operation device 46 is executed alone, and the shift response is improved. For example, during a downshift caused by a user operation using the shift operation device 46, the driving force is quickly increased due to a stepwise change in the gear ratio. Alternatively, an engine braking effect can be quickly obtained during a downshift by a user operation.

  FIG. 15 is a skeleton diagram illustrating the configuration of the speed change mechanism 70 according to another embodiment of the present invention, and FIG. FIG. 17 is a collinear diagram for explaining the speed change operation of the speed change mechanism 70.

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

In the speed change mechanism 70 configured as described above, for example, as shown in the engagement operation table of FIG. 16, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, 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 the present embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0, and either one of the switching clutch C0 and the switching brake B0 is engaged, whereby the continuously variable transmission unit 11 is 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, the transmission mechanism 70 operates as a stepped transmission with the continuously variable transmission unit 11 and the automatic transmission unit 72 that are brought into a constant transmission state by engaging and operating either the switching clutch C0 or the switching brake B0. A continuously variable transmission portion 11 and an automatic transmission portion 72 that are in a continuously variable transmission state are configured by the stepless transmission state being configured, and neither the switching clutch C0 nor the switching brake B0 being engaged. A continuously variable transmission state that operates is configured. In other words, the speed change mechanism 70 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and is not operated by engaging neither the switching clutch C0 nor the switching brake B0. It is switched to the step shifting state.

  For example, when the speed change mechanism 70 functions as a stepped transmission, as shown in FIG. 16, the gear ratio γ1 is set to the maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. A first gear that is approximately 2.804 "is established, and the gear ratio γ2 is smaller than that of the first gear by engaging the switching clutch C0, the first clutch C1, and the first brake B1, for example,“ The second speed gear stage of about 1.531 "is established, and the gear ratio γ3 is smaller than the second speed gear stage by engagement of the switching clutch C0, the first clutch C1, and the second clutch C2, for example," For example, a third speed gear stage of about 1.000 "is established, and the gear ratio γ4 is smaller than that of the third speed gear stage due to engagement of the first clutch C1, the second clutch C2, and the switching brake B0. Fourth gear is approximately "0.705", is established. Further, by the engagement of the second clutch C2 and the second brake B2, a reverse gear stage in which the speed ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “2.393” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

  However, when transmission mechanism 70 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 16 are released. As a result, the continuously variable transmission unit 11 functions as a continuously variable transmission, and the automatic transmission unit 72 connected in series thereto functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 72. The rotational speed input to the automatic transmission unit 72, that is, the rotational speed of the transmission member 18 is continuously changed with respect to each gear speed, so that each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total speed ratio γT of the transmission mechanism 70 as a whole can be obtained continuously.

  FIG. 17 illustrates a transmission mechanism 70 including a continuously variable transmission unit 11 that functions as a differential 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. 17 correspond to the fourth rotation element (fourth element) RE4 and are connected to each other in order from the left. The third sun gear S3, the third carrier CA3 corresponding to the fifth rotating element (fifth element) RE5, the second carrier CA2 corresponding to the sixth rotating element (sixth element) RE6 and connected to each other and the second carrier CA2 A three-ring gear R3 represents a second ring gear R2 corresponding to a seventh rotating element (seventh element) RE7. Further, in the automatic transmission 72, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2, and is also selectively connected to the case 12 via the first brake B1, so that the fifth rotation. The element RE5 is selectively connected to the case 12 via the second brake B2, the sixth rotating element RE6 is connected to the output shaft 22 of the automatic transmission 72, and the seventh rotating element RE7 is connected via the first clutch C1. It is selectively connected to the transmission member 18.

As shown in FIG. 17, in the automatic transmission unit 72, the first clutch C1 and the second brake B2 are engaged, whereby a vertical line Y7 and a horizontal line X2 indicating the rotation speed of the seventh rotation element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, power from the continuously variable transmission unit 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, since the power from the continuously variable transmission unit 11 is input at a higher speed than the engine rotational speed N _E, first clutch C1, the Output of the fourth speed at the intersection of the horizontal straight line L4 determined by the engagement of the two 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 The rotational speed of the shaft 22 is shown.

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

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

  For example, the shift range setting means 88 of the above-described embodiment may set the shift range in which the shift ratio one step lower than the final shift stage when traveling in the “D” position is the maximum shift ratio range as the initial shift range. Good. Further, the gear ratio setting means of the above-described embodiment may set a gear ratio that is one step lower than the final gear position during the “D” position travel to the initial gear position. At the time of switching from the “D” position to the “M” position, there may be a downshift in which an increase in vehicle acceleration or an engine braking effect is expected by the user. In addition to the effects described above, the “D” position is changed to the “M” position. There is an advantage that greater acceleration or engine braking effect can be obtained by operating the shift lever 92 once. The downshift in this case may be included in the shift control of the transmission mechanism 10 in the manual shift mode, and the shift of the automatic transmission unit 20 by the stepped shift control means 54 is performed similarly to the downshift by the manual operation at the “M” position. Control only needs to be executed.

  In the above-described embodiment, a shift range (speed ratio) display means and a shift range (speed ratio) display device (not shown) are provided, and the shift range (speed ratio) display means is connected to the current shift lever in the shift range display device. 48 shift positions and shift ranges (speed ratios) may be displayed. The shift range display device 96 only needs to indicate the shift position and the shift range (speed ratio) to the user. For example, a number or symbol portion (near the area) corresponding to the shift position or the shift range (speed ratio) shines. Anything that can be displayed or directly displayed.

  Further, the shift range setting means 88 of the above-described embodiment is configured so that when the continuous change mode command button is selected in the switch 44, the continuous shift range based on the time held at the downshift position “−”. “4.3” range, “4.2” range,... Are set as an example. Between adjacent shift ranges, “4” range, “3” are set. What is necessary is just to be small compared with the speed change range which changes stepwise like a range,.

  Further, the transmission mechanisms 10 and 70 of the above-described embodiment are in a differential state in which the continuously variable transmission unit 11 (power distribution mechanism 16) can operate as an electrical continuously variable transmission and a non-differential in which it is not operated. By switching to the state, it is possible to switch between the continuously variable transmission state and the stepped transmission state. For example, even if the continuously variable transmission unit 11 remains in a differential state, the transmission ratio of the continuously variable transmission unit 11 is changed stepwise instead of continuously. It can be made to function as a stepped transmission. In other words, the differential state / non-differential state of the continuously variable transmission unit 11 and the continuously variable transmission state / stepped transmission state of the transmission mechanisms 10 and 70 are not necessarily in a one-to-one relationship. The transmission unit 11 is not necessarily configured to be switchable between the continuously variable transmission state and the stepped transmission state, and the transmission mechanisms 10 and 70 (the continuously variable transmission unit 11 and the power distribution mechanism 16) are not different from the differential state. The present invention can be applied as long as it can be switched to a moving state.

  As described above, the step of changing the gear ratio stepwise by performing the control to change the gear ratio of the continuously variable transmission portion 11 stepwise instead of continuously even if the stepless transmission portion 11 is in the differential state. It can be changed mode. Therefore, the present invention can be applied even when the continuously variable transmission unit 11 is not necessarily in the constant speed change state (non-differential state) when the step change mode is selected by the switch 44. In addition, the continuously variable transmission unit 11 is not configured to be switchable to the constant transmission state, that is, the continuously variable transmission unit 11 does not include the switching clutch C0 and the switching brake B0 and is an electrical continuously variable transmission (electrical differential). This embodiment can be applied even to the continuously variable transmission unit 11 having only the function as the device.

  In the power distribution mechanism 16 of the above-described embodiment, the first carrier CA1 is connected to the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are connected to any of the three elements CA1, S1, and R1 of the first planetary gear device 24. It can be done.

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

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

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

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

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

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

  In the above-described embodiment, the automatic transmission units 20 and 72 are interposed in the power transmission path between the continuously variable transmission unit 11, that is, the transmission member 18 that is an output member of the power distribution mechanism 16 and the drive wheel 38. However, other types of power transmission devices 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.

  In the above-described embodiment, the automatic transmission units 20 and 72 are connected in series with the continuously variable transmission unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14, and the counter shaft The automatic transmission units 20 and 72 may be arranged concentrically with each other. In this case, the continuously variable transmission unit 11 and the automatic transmission units 20 and 72 can 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. Connected.

  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 shift operation device 46 of the above-described embodiment includes the shift lever 48 that is operated to select a plurality of types of shift positions. Instead of the shift lever 48, for example, a push button type switch, A switch capable of selecting a plurality of types of shift positions, such as a slide switch, may be used.

  In addition, the switch 44 of the above-described embodiment is a seesaw type switch. Any switch that can selectively switch between at least continuous (continuous change mode) and step (step change mode), such as a slide switch, may be used. In addition, when the switch 44 is provided with a neutral position, a switch capable of selecting whether the selection state of the switch 44 is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch 44 instead of the neutral position.

  Further, the switch 44 may be a switch in which only one of the continuous change mode and the step change mode can be selected. For example, when the switch 44 is selectable only in the continuous change mode, the basic mode is the step change mode at the time of manual shift at the “M” position of the shift operation device 46, and the switching control means only when the continuous change mode is selected by the user's operation. 50 may be configured such that the gear ratio of the transmission mechanism 10 can be continuously changed by the manual transmission control means 86 by switching the transmission mechanism 10 to the continuously variable transmission state. Thus, the user can select the continuous change mode and the step change mode only by selecting the continuous change mode. In this case, the switch 44 only needs to be able to select at least the continuous change mode.

  In addition, the continuous change mode and the step change mode can be selected by operating the switch 44. However, the switch 44 further selects automatic mode switching that automatically switches between the continuous change mode and the step change mode based on the vehicle state. May be. For example, in the case where automatic mode switching is selected in the switch 44 as in the case of automatic switching between the stepped transmission state and the continuously variable transmission state of the transmission mechanism 10 based on the vehicle state by the switching control means 50, the change mode determination is performed. The means 84 selects (determines) the continuous change mode and the step change mode based on the vehicle state. This automatic mode switching may be selected by selecting the neutral position of the switch 44 described above. Normally, the switching between the continuous change mode and the step change mode is automatically set. When a mode selection operation is performed by the switch 44, the change mode determination means 84 based on the selection selects the continuous change mode and the step change mode. A mode may be selected (determined).

  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 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 rotational speed accompanying the upshift in a stepped transmission. It is an example of the shift operation apparatus operated in order to select the multiple types of shift position provided with the shift lever. For each range, the range of shift stages that can be shifted by the automatic transmission section (stepped transmission section) that is executed in each shift range when the continuously variable transmission section is set to the constant shift state (locked state) during manual shifting is shown. It is also an example of setting the initial range when switching from automatic shift to manual shift. This is a seesaw type switch that is an example of a gear ratio change mode selection device, and is for the user to select a change tendency of the total gear ratio of the speed change mechanism during manual gear shifting. It is an example of the change tendency of the total gear ratio γT set by the shift range setting means based on manual operation of the shift lever. (A) is an example of the total gear ratio γT that continuously changes when the continuous change mode command button is selected in the switch. (B) is an example of the total gear ratio γT that changes stepwise when the step change mode command button is selected in the switch. FIG. 6 is a flowchart illustrating a shift control operation for obtaining a vehicle travel desired by a user during a control operation of the electronic control unit of FIG. It shows each shift stage of the automatic transmission section (stepped transmission section) that is executed at each gear stage when the continuously variable transmission section is in a constant shift state (locked state) during manual shift. It is also an example of setting the initial shift stage when switching to manual shift. FIG. 3 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 16 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. 16 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the hybrid vehicle drive device of the embodiment of FIG.

Explanation of symbols

8: Engine (drive power source)
10, 70: Transmission mechanism (drive device)
11: continuously variable transmission unit 20, 72: automatic transmission unit 38: drive wheel 44: seesaw type switch (transmission ratio change mode selection device)
46: Shift operation device (manual transmission operation device)
50: Switching control means (manual shift switching control means)
86: Manual shift control means M1: First electric motor M2: Second electric motor C0: Switching clutch (differential state switching device)
B0: Switching brake (Differential state switching device)

Claims (4)

A control device for a vehicle drive device that includes a continuously variable transmission that can operate as an electric continuously variable transmission and an automatic transmission that can operate as an automatic transmission, and that transmits the output of a driving force source to driving wheels. And
A manual transmission operating device for manually switching a plurality of types of ranges that limit a change range of a gear stage or a change range of a transmission ratio in order to change a transmission ratio of the driving device;
To enable switching between the plurality of types of ranges by the manual speed change operation device in response to a manual operation from a continuous change mode in which the speed ratio is continuously changed and a step change mode in which the speed ratio is changed in stages. A gear ratio change mode selection device of
When the manual speed change operation device is operated manually, the speed change ratio of the drive device is set based on the operation content of the manual speed change operation device and the change mode selected by the speed change rate change mode selection device. And a manual shift control means for changing the vehicle drive device control device. A control device for a vehicle drive device that includes a continuously variable transmission that can operate as an electric continuously variable transmission and an automatic transmission that can operate as an automatic transmission, and that transmits the output of a driving force source to driving wheels. And
A manual transmission operation device for manually changing a gear stage or a transmission ratio in order to change the transmission gear ratio of the driving device;
The switching of the gear stage or the gear ratio by the manual gear shifting operation device in response to a manual operation can be selected from a continuous change mode in which the gear ratio is continuously changed and a step change mode in which the gear ratio is changed step by step. A gear ratio change mode selection device for
When the manual speed change operation device is operated manually, the speed change ratio of the drive device is set based on the operation content of the manual speed change operation device and the change mode selected by the speed change rate change mode selection device. And a manual shift control means for changing the vehicle drive device control device. A control device for a vehicle drive device that includes a continuously variable transmission that can operate as an electric continuously variable transmission and an automatic transmission that can operate as an automatic transmission, and that transmits the output of a driving force source to driving wheels. And
Provided in the continuously variable transmission, for selectively switching the continuously variable transmission between a differential state in which the electrical continuously variable transmission can be operated and a non-differential state in which the electrical continuously variable speed cannot be operated. A differential state switching device;
A manual transmission operating device for manually switching a plurality of types of ranges that limit a change range of a gear stage or a change range of a transmission ratio in order to change a transmission ratio of the driving device;
When the manual shift operation device is operated to perform manual shift operation, a manual shift change control means for causing the continuously variable transmission portion to be in a non-differential state by a differential state switching device is included. Control device for driving device. A control device for a vehicle drive device that includes a continuously variable transmission that can operate as an electric continuously variable transmission and an automatic transmission that can operate as an automatic transmission, and that transmits the output of a driving force source to driving wheels. And
Provided in the continuously variable transmission, for selectively switching the continuously variable transmission between a differential state in which the electrical continuously variable transmission can be operated and a non-differential state in which the electrical continuously variable speed cannot be operated. A differential state switching device;
A manual transmission operation device for manually changing a gear stage or a transmission ratio in order to change the transmission gear ratio of the driving device;
When the manual shift operation device is operated to perform manual shift operation, a manual shift change control means for causing the continuously variable transmission portion to be in a non-differential state by a differential state switching device is included. Control device for driving device.

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