JP2006017199A - Controller for vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a vehicle drive device capable of suitably controlling speed change on a transmission mechanism electrically being operable as a continuously variable transmission. <P>SOLUTION: The controller for a vehicle drive device includes a differential section 11 capable of switching a continuously variable speed change state an a constant speed change state as an electrically continuously variable transmission, and a switching control means 60 for selectively switching the differential section 11 to either of the continuously variable speed change state and constant speed change state. The controller suitably performs speed change control of the transmission mechanism 10 capable of operating as an electrically continuously variable transmission including the differential section 11. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a vehicle drive device that transmits engine output to drive wheels, and more particularly to an improvement in shift control in a speed change mechanism operable as an electric continuously variable transmission.

  As an example of a control device for a vehicle drive device that transmits engine output to drive wheels, a differential mechanism that distributes the engine output to a first motor and a transmission member, and power between the transmission member and the drive wheels 2. Description of the Related Art A vehicle drive device that includes a second electric motor provided in a transmission path is known. For example, this is the hybrid vehicle drive device described in Patent Document 1. In such a hybrid vehicle drive device, the differential mechanism is constituted by a planetary gear device, and the main part of the drive force output from the engine is mechanically transmitted to the drive wheels by the differential action, The remainder of the driving force output from the engine is transmitted through an electric path from the first motor to the second motor, so that it can function as a transmission that can electrically change the gear ratio, and the engine is in an optimal driving state. Thus, the vehicle can be controlled to travel while maintaining the fuel efficiency, and the fuel consumption can be improved.

JP 2003-130202 A JP 2003-127681 A JP 2003-130203 A

  However, in the prior art, it is only possible to select only continuously variable speed travel as an electrical continuously variable transmission. In general, a continuously variable transmission is known as a device that improves the fuel consumption of a vehicle, while a stepped transmission such as a gear transmission is known as a device that has excellent transmission efficiency. Therefore, by providing a stepped automatic transmission on the power transmission path between the transmission member and the drive wheel, etc., not only continuously variable speed running as an electric continuously variable transmission, Although it is conceivable to construct a speed change mechanism that enables this, a control device that suitably performs speed change control by such a speed change mechanism has not yet been developed.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a control device that suitably performs shift control in a transmission mechanism that can operate as an electric continuously variable transmission. It is in.

  In order to achieve such an object, the subject matter of the first aspect of the present invention is a control device for a vehicle drive device that transmits the output of an engine to drive wheels, and can be operated as an electric continuously variable transmission. A transmission state switching type transmission mechanism that can be switched between a continuously variable transmission state and a constant transmission ratio state, and the transmission state switching type transmission based on the vehicle speed and the vehicle load or the output torque of the vehicle driving device based on a predetermined relationship. Switching control means for selectively switching the mechanism to any one of the continuously variable transmission state and the constant transmission gear ratio state.

  In order to achieve the above object, the gist of the second invention is a control device for a vehicle drive device that transmits engine output to drive wheels, and operates as an electric continuously variable transmission. A shift state changeable transmission mechanism capable of switching between a continuously variable transmission state capable of being operated and a stepped transmission state operable as a stepped transmission, and a vehicle speed, a vehicle load, or an output torque of the vehicle drive device based on a predetermined relationship And a switching control means for selectively switching the shift state switching type transmission mechanism to one of the continuously variable shift state and the stepped shift state.

  In order to achieve the above object, the gist of the third invention is a control device for a vehicle drive device that transmits engine output to drive wheels, and operates as an electric continuously variable transmission. A shift state switching type transmission mechanism capable of switching between a continuously variable transmission state and a constant transmission state, a vehicle speed and a vehicle load or an output torque of the vehicle drive device as control parameters; A first region that is set to a step shift state and a second region that is used to set the shift state switching type transmission mechanism to the constant shift state are defined based on a control map and the shift state switching type based on the control map. Switching control means for selectively switching the speed change mechanism between the continuously variable speed change state and the constant speed change state.

  In order to achieve the above object, the gist of the fourth invention is a control device for a vehicle drive device that transmits engine output to drive wheels, and operates as an electric continuously variable transmission. A transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state capable of being operated and a stepped transmission state operable as a stepped transmission, a vehicle speed and a vehicle load or an output torque of a vehicle drive device as control parameters, A first region in which the transmission state switching type transmission mechanism is in the continuously variable transmission state and a second region in which the transmission state switching type transmission mechanism is in the stepped transmission state are defined as a control map, And a switching control means for selectively switching the shift state switching type transmission mechanism to either the continuously variable transmission state or the stepped transmission state based on a control map.

  In order to achieve the above object, the gist of the fifth aspect of the present invention is to transmit power between a differential mechanism that distributes engine output to the first electric motor and the transmission member, and its transmission member and drive wheels. A continuously variable transmission portion having a second electric motor provided on the path and functioning as an electrical continuously variable transmission; and a part of the power transmission path configured to function as a stepped automatic transmission. A control device for a vehicle drive device including a step transmission unit, provided in the differential mechanism, wherein the continuously variable transmission unit can be differentiated as an electric continuously variable transmission; and A differential state switching device that selectively switches the differential mechanism to a non-differential locked state, and a shift line that switches a gear position according to a predetermined control parameter are defined, and the stepped automatic transmission First control map used for shift control and the first control The differential region to be in the differential state and the non-differential region to be in the non-differential state are defined by the same control parameters as the control, and the differential state and the non-differential state by the differential state switching device And a second control map used for the switching control.

  In order to achieve the above object, the gist of the sixth invention is a differential mechanism that distributes engine output to the first electric motor and the transmission member, and the power between the transmission member and the drive wheels. A control device for a vehicle drive device including a second electric motor provided in a transmission path, wherein the differential mechanism is capable of differentially acting as an electric continuously variable transmission, A differential state switching device that selectively switches between a locked state and a differential state, and at least one driving force source that generates a driving force among the engine, the first motor, and the second motor is determined by a predetermined control parameter. A plurality of areas to be determined are defined according to the determined driving force source and used for the selection control of the driving force source, and the differential state is determined by the same control parameter as the first control map. And differential region to A second control map that defines a non-differential region to be in a differential state and is used for switching control between the differential state and the non-differential state by the differential state switching device. To do.

  In order to achieve the above object, the gist of the seventh invention is a differential mechanism that distributes engine output to the first electric motor and the transmission member, and power between the transmission member and the drive wheel. A control device for a vehicle drive device provided with a second electric motor provided in a transmission path, the continuously variable transmission state operable as an electric continuously variable transmission, and the presence of being operable as a stepped transmission. A shift state switching type transmission mechanism capable of switching to a step shift state, and an area for determining at least one driving force source for generating a driving force among the engine, the first electric motor, and the second electric motor according to predetermined control parameters. A first control map which is defined according to the determined driving force source and used for the selection control of the driving force source, and the continuously variable transmission state is set by the same control parameters as the first control map. Shift area and And a second control map used for switching control between the continuously variable transmission state and the stepped transmission state by the transmission state switching type transmission mechanism. It is characterized by this.

  As described above, according to the first aspect of the present invention, the transmission state switching type transmission mechanism that can be switched between the continuously variable transmission state and the constant transmission ratio state that can operate as an electric continuously variable transmission, and the predetermined relationship. Switching control means for selectively switching the transmission state switching type transmission mechanism to either the continuously variable transmission state or the constant transmission gear ratio state based on the vehicle speed and the vehicle load or the output torque of the vehicle drive device. Therefore, it is possible to provide a control device that suitably performs shift control in a transmission mechanism that can operate as an electric continuously variable transmission.

  According to the second aspect of the present invention, there is provided a shift state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission. , A switch for selectively switching the shift state switching type transmission mechanism to one of the continuously variable shift state and the stepped shift state based on the vehicle speed and the vehicle load or the output torque of the vehicle drive device from a predetermined relationship. Since the control means is included, it is possible to provide a control device that suitably performs shift control in a transmission mechanism that can operate as an electric continuously variable transmission.

  According to the third aspect of the present invention, the transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state and a constant transmission state operable as an electric continuously variable transmission, vehicle speed, vehicle load, and vehicle drive. A first region in which the output torque of the apparatus is a control parameter and the shift state switching type transmission mechanism is in the continuously variable transmission state, and a second region in which the shift state switching type transmission mechanism is in the constant transmission state. And a switching control means for selectively switching the shift state switching type transmission mechanism to any one of the continuously variable transmission state and the constant shift state based on the defined control map, It is possible to provide a control device that suitably performs shift control in a transmission mechanism operable as an electric continuously variable transmission by a simple program.

  According to the fourth aspect of the invention, there is provided a shift state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission. A first region in which the shift state switching type transmission mechanism is set to the continuously variable transmission state, and the transmission state switching type transmission mechanism is configured to be the stepped gear. The second region to be changed to the shift state is a prescribed control map, and based on the control map, the shift state switching type transmission mechanism is selectively set to either the continuously variable transmission state or the stepped transmission state. Since the switching control means for switching is included, a control device that suitably performs shift control in a transmission mechanism that can be selectively operated as an electric continuously variable transmission and a stepped transmission is provided by a simple program. This Can.

  According to the fifth aspect of the present invention, the differential mechanism includes a differential state in which the continuously variable transmission unit can be differentiated as an electrical continuously variable transmission and a locked state in which the continuously variable transmission is not differential. A differential state switching device that selectively switches the differential mechanism, and a first control that is used for shift control of the stepped automatic transmission by defining a shift line for switching a shift stage by a predetermined control parameter A differential region for making the differential state and a non-differential region for making the non-differential state defined by a map and the same control parameter as the first control map, and the differential by the differential state switching device Since the second control map used for switching control between the state and the non-differential state is included, the shift control of the stepped automatic transmission and the electric continuously variable transmission and stepped transmission Shift control in a selectively operable transmission mechanism It is possible to provide a suitably carried out controller by a single program.

  According to the sixth aspect of the present invention, the differential mechanism selectively switches between a differential state in which the differential mechanism can be differentiated as an electric continuously variable transmission and a lock state in which the differential mechanism is non-differential. A plurality of regions for determining at least one driving force source that generates driving force among the engine, the first electric motor, and the second electric motor according to the switching device and predetermined control parameters are defined according to the determined driving force source. The first control map used for the selection control of the driving force source, the differential region to be in the differential state and the non-differential to be in the non-differential state by the same control parameter as the first control map And a second control map that is used for switching control between the differential state and the non-differential state by the differential state switching device, and operates as an electric continuously variable transmission. Shifting in possible transmission mechanisms It is possible to provide a suitably carried out controller by control and simple program selection control of the driving force source.

  According to the seventh aspect of the present invention, there is provided a shift state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electrical continuously variable transmission and a stepped transmission state operable as a stepped transmission. A region for determining at least one driving force source for generating a driving force among the engine, the first electric motor, and the second electric motor according to a predetermined control parameter is defined according to the determined driving force source and driven. A first control map used for force source selection control, a continuously variable transmission region for the continuously variable transmission state and a stepped transmission region for the stepped transmission state by the same control parameters as the first control map; And a second control map that is used for switching control between the continuously variable transmission state and the stepped transmission state by the transmission state switching type transmission mechanism. Step shifting It is possible to provide a suitably performed controller selection control of the shift control and the driving force source in the selectively actuatable transmission mechanism by a simple program as.

  Here, in the fifth to seventh inventions, preferably, the control parameter is a vehicle speed and a vehicle load or an output torque of the vehicle drive device. If it does in this way, the shift control etc. in the transmission mechanism which can operate | move as an electrical continuously variable transmission can be performed in a practical aspect with a simple program.

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

  The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 input to the first electric motor M1 and the input shaft 14, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism, and a second electric motor M2 provided to rotate integrally with the transmission member 18. The second electric motor M2 may be provided in any part constituting the power transmission path from the transmission member 18 to the drive wheel 38. The first motor M1 and the second motor M2 of this 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 generating a driving force. Preferably, both of the first electric motor M1 and the second electric motor M2 function as a driving force source for traveling, like the engine 8.

  The power distribution mechanism 16 mainly includes, for example, a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1 of about “0.418”, a switching clutch C0, and a switching brake B0. The first planetary gear device 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, and corresponds to the first element (first rotation element). The first sun gear S1 is connected to the first electric motor M1 and corresponds to the second element (second rotating element). The first ring gear R1 is connected to the transmission member 18 and corresponds to the third element (third rotation element). 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 be relative to each other. Since the rotation is made possible and the differential action is operable, that is, the differential state is activated, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18 and distributed. Since a part of the output of the engine 8 is charged with electric energy generated from the first electric motor M1 or the second electric motor M2 is driven to rotate, for example, a so-called continuously variable transmission state (electric CVT state) is established. Regardless of the predetermined rotation of the engine 8, the rotation of the transmission member 18 is continuously changed. That is, when the power distribution mechanism 16 is in a differential state, the differential unit 11 continuously changes its speed ratio γ0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) from the minimum value γ0min to the maximum value γ0max. A continuously variable transmission state that functions as an electrical continuously variable transmission to be changed is set.

  In this state, when the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 16 is brought into a non-differential state where the differential action is impossible. Specifically, when the switching clutch C0 is engaged and the first sun gear S1 and the first carrier CA1 are integrally engaged, the power distribution mechanism 16 has 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 in a locked state in which the first sun gear S1, the first carrier CA1, and the first ring gear R1 are rotated, that is, integrally rotated, the differential action is impossible. And the rotational speed of the transmission member 18 coincide with each other, so that the differential section 11 is set to a constant transmission state that functions as a transmission in which the transmission ratio γ0 is fixed to “1”. Next, when the switching brake B0 is engaged instead of the switching clutch C0 and the first sun gear S1 is connected to the case 12, the power distribution mechanism 16 is in a locked state in which the first sun gear S1 is brought into a non-rotating state. Since the first ring gear R1 is rotated at a higher speed than the first carrier CA1 because the differential action is impossible, the differential section 11 has a gear ratio γ0 of “1”. A constant gear ratio state that functions as a speed increasing transmission fixed at a small value, for example, about 0.7 is set.

  Thus, in the present embodiment, the differential unit 11 including the first electric motor M1, the second electric motor M2, and the power distribution mechanism 16 can operate as an electric continuously variable transmission that continuously changes the gear ratio. A continuously variable transmission state, and a locked state in which a change in the gear ratio is locked without changing the continuously variable transmission operation without operating as a continuously variable transmission, that is, a single gear or a plurality of gears with one or more gear ratios. It functions as a shift state switching type transmission mechanism that can be switched to a constant gear ratio state that operates as a machine. Further, the switching clutch C0 and the switching brake B0 function as a state switching device that selectively switches the state of the differential unit 11 to either a continuously variable transmission state or a constant gear ratio state.

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

  In the automatic transmission unit 20, the second sun gear S2 and the third sun gear S3 are integrally connected and selectively connected to the transmission member 18 via the second clutch C2, and the case 12 via the first brake B1. Are selectively connected to each other. 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 second ring gear R2, the third carrier CA3, and the fourth carrier CA4 are integrally connected to the output shaft 22. Further, the third ring gear R3 and the fourth sun gear S4 are integrally connected and selectively connected to the transmission member 18 via the first clutch C1.

  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 frictional 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, the first gear (first gear) to the fifth gear (fifth gear), the reverse gear (Reverse gear speed) 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 set for each gear stage. It has come to be obtained. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0 that function as a state switching device, and any one of the switching clutch C0 and the switching brake B0 is engaged and operated. In addition to the above-described continuously variable transmission state that operates as a continuously variable transmission, the moving unit 11 can configure a constant transmission ratio state that operates as a transmission having a constant transmission ratio. Therefore, in the speed change mechanism 10, the stepped portion that operates as a stepped transmission is configured by the differential portion 11 and the automatic speed change portion 20 that are brought into the constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 20 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 10 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and does not operate any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state. That is, it functions as a transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission.

  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, due to the engagement of the switching clutch C0, the first clutch C1, and the third brake B3. The first speed gear stage which is about "3.357" is established, and the gear ratio γ2 is smaller than the first speed gear stage due to the engagement of the switching clutch C0, the first clutch C1 and the second brake B2. For example, the second speed gear stage of about “2.180” is established, and the gear ratio γ3 is smaller than the second speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the first brake B1. The third speed gear stage having a value of, for example, about “1.424” is established, and the gear ratio γ4 is greater than that of the third speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2. Small values such as " The fourth speed gear stage which 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, a reverse gear stage in which the gear ratio γR is a value between the first speed gear stage and the second speed gear stage, for example, about “3.209” is established. Be made. When the neutral “N” state is set, for example, only the switching clutch C0 is engaged.

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

FIG. 3 illustrates a gear mechanism 10 that includes a differential unit 11 that functions as a continuously variable transmission unit (first transmission unit) and an automatic transmission unit 20 that functions as a stepped transmission unit (second transmission unit). The collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which a connection state differs for every step 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 differential section 11 are in order from the left side to the second element (second rotation element) RE2. The relative rotational speed of one sun gear S1, the relative rotational speed of the first carrier CA1 corresponding to the first element (first rotating element) RE1, and the relative rotation of the first ring gear R1 corresponding to the third element (third rotating element) RE3. The speeds are respectively shown, and the distance between them 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 element (fourth rotation element) RE4 and are connected to each other in order from the left. And the relative rotational speed of the third sun gear S3, the relative rotational speed of the second carrier CA2 corresponding to the fifth element (fifth rotational element) RE5, and the fourth ring gear R4 corresponding to the sixth element (sixth rotational element) RE6. Relative rotational speed, relative rotational speed of second ring gear R2, third carrier CA3, and fourth carrier CA4 corresponding to and coupled to seventh element (seventh rotational element) RE7, eighth element (eighth rotational element) ) The relative rotational speeds of the third ring gear R3 and the fourth sun gear S4 corresponding to RE8 and connected to each other are shown respectively, and the distance between them is the second, third and fourth planetary gear units 26, 28, 30 gears [rho] 2, [rho] 3, are determined respectively in accordance with the [rho] 4. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. Further, in the automatic transmission unit 20, the interval between the sun gear and the carrier is set to an interval corresponding to "1" for each of the second, third, and fourth planetary gear devices 26, 28, and 30, so that the carrier and the ring gear The interval is set to an interval corresponding to ρ.

  If expressed using the collinear diagram of FIG. 3, the speed change mechanism 10 of the present embodiment includes the first element RE1 (first carrier) of the first planetary gear device 24 in the power distribution mechanism 16 (differential portion 11). CA1) is connected to the input shaft 14, that is, the engine 8, and selectively connected to the second element (first sun gear S1) RE2 via the switching clutch C0, and the second element RE2 is connected to the first electric motor M1. At the same time, it is selectively connected to the case 12 via the switching brake B0, and the third element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2 to transmit the rotation of the input shaft 14 to the transmission member 18. It is configured to transmit (input) it to the automatic transmission unit (stepped transmission unit) 20 via. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

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

FIG. 5 shows the state of the differential section 11 when it is switched to the constant speed ratio state (stepped speed change state) by the engagement of the switching clutch C0. In other words, when the first sun gear S1 and the first carrier CA1 are connected by the engagement of the switching clutch C0, the power distribution mechanism 16 is brought into a non-differential state in which the three rotation elements rotate integrally, so that the straight line L0 is It is aligned with the horizontal line X2, whereby the power transmitting member 18 is rotated at the same rotation to the engine speed N _E. Alternatively, when the rotation of the first sun gear S1 is stopped by the engagement of the switching brake B0, the power distribution mechanism 16 is in a non-differential state that functions as a speed increasing mechanism, so the straight line L0 is in the state shown in FIG. rotational speed of the first ring gear R1, i.e., the power transmitting member 18 represented by a point of intersection between the straight line L0 and the vertical line Y3 is input to the automatic shifting portion 20 at a rotation speed higher than the engine speed N _E.

  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 selectively connected to the case 12 via the first brake B1. . The fifth rotating 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. The seventh rotating element RE7 is connected to the output shaft 22. The eighth rotating 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, a vertical line Y8 and a horizontal line X2 indicating the rotational speed of the eighth rotation element RE8, which are determined by engaging the first clutch C1 and the third brake B3, are obtained. An oblique straight line L1 passing through the intersection and 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 with. 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 the slanting straight line L3 determined by engaging the first clutch C1 and the first brake B1 and the seventh rotating element RE7 connected to the output shaft 22 The rotation speed of the output shaft 22 of the third speed is indicated at 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 drive from the eighth rotary element RE8 differential portion 11 or power distributing mechanism 16 in the same rotational speed as the engine speed N _E Force is input. However, when the switching brake B0 in place of the switching clutch C0 is engaged, since the driving force from the differential 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 engaging the two clutch C2 and the switching brake B0 and the vertical line Y7 indicating the rotational speed of the seventh rotating element RE7 connected to the output shaft 22 The rotational speed of the shaft 22 is shown.

  FIG. 6 illustrates a signal input to the electronic control device 40 for controlling the speed change mechanism 10 of this embodiment and a signal output from the electronic control device 40. The electronic control unit 40 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM. As a result, hybrid drive control relating to the engine 8, the first electric motor M1, and the second electric motor M2, and drive control such as continuously variable transmission control and stepped transmission control in the transmission mechanism 10 are executed.

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

  Further, from the electronic control unit 40, a drive signal to the throttle actuator for operating the throttle valve opening, a boost pressure adjustment signal for adjusting the boost pressure, an electric air conditioner drive signal for operating the electric air conditioner, An ignition signal that commands the ignition timing of the engine 8, a command signal that commands the operation of the first motor M1 and the second motor M2, a shift position (operation position) display signal for operating the shift indicator, and a gear ratio are displayed. That the gear ratio display signal, the snow mode display signal for indicating that it is in the snow mode, the ABS operation signal for operating the ABS actuator for preventing the slip of the wheel during braking, and the M mode are selected. M mode display signal to be displayed, hydraulic actuator of hydraulic friction engagement device of differential section 11 and automatic transmission section 20 A valve command signal for operating an electromagnetic valve included in the hydraulic control circuit 42 to control the motor, a drive command signal for operating an electric hydraulic pump as a hydraulic source of the hydraulic control circuit 42, and driving an electric heater , A signal to the cruise control computer, etc. are output respectively.

FIG. 7 is a functional block diagram illustrating a main part of the control function by the electronic control unit 40. In FIG. 7, the stepped speed change control means 52 controls the speed change operation by the speed change mechanism 10 based on a predetermined control variable from a previously stored relationship. FIG. 8 is a diagram illustrating a stepped shift control map (shift diagram) 62 which is an example of the relationship used for such control. The stepped shift control unit 52 is stored in the relationship storage unit 54, for example. Shifting of the automatic transmission unit 20 based on the vehicle speed V and the vehicle load, that is, the output torque (output torque) T _OUT of the automatic transmission unit 20 from the stepped shift control map 62 shown by the solid line and the alternate long and short dash line in FIG. The automatic transmission control of the automatic transmission unit 20 is executed. In other words, the automatic transmission control of the automatic transmission unit 20 is executed by determining the gear position to be changed by the automatic transmission unit 20. Thus, in this embodiment, the shift control of the stepped transmission is defined as a function of the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 or the vehicle load. The same control function as the continuously variable / locked region of the continuously variable transmission unit is mapped as shown in FIG.

The hybrid control unit 56 operates the engine 8 in an efficient operating range in the continuously variable transmission state of the transmission mechanism 10, that is, the differential state of the differential unit 11, while driving force between the engine 8 and the second electric motor M2. The transmission ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled by changing the distribution of the motor and the reaction force generated by the power generation of the first motor M1 and / or the second motor M2 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 it calculates the total output, based on the total output and the engine rotational speed N _E, controls the power generation amount of the first electric motor M1 and / or the second electric motor M2 controls the engine 8 to obtain the engine output To do.

Further, the hybrid control means 56 executes the control in consideration of the gear position of the automatic transmission unit 20 in order to improve the fuel consumption. In such a hybrid control, in order to match the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N _E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient The differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 56 performs the total speed change of the speed change mechanism 10 so that the engine 8 can be operated along the pre-stored optimum fuel consumption rate curve of the engine 8 that achieves both drivability and fuel efficiency during continuously variable speed travel. A target value of the ratio γT is determined, and the speed ratio γ0 of the differential unit 11 is controlled so that the target value is obtained, and the total speed ratio γT is within a changeable range of the speed change, for example, within a range of 13 to 0.5. Control.

  At this time, the hybrid control means 56 supplies the electric energy generated by the first electric motor M1 to the power storage device 46 and the second electric motor M2 via the inverter 44, so that the main part of the driving force of the engine 8 is mechanically Although transmitted to the transmission member 18, a part of the driving force of the engine 8 is consumed for power generation of the first electric motor M <b> 1 and is converted into electric energy there, and the second electric motor M <b> 2 or the first electric motor is passed through the inverter 44. The electric power is supplied to M1 and transmitted from the second electric motor M2 or the first electric motor M1 to the transmission member 18. Electrical path from conversion of part of the driving force of the engine 8 into electrical energy and conversion of the electrical energy into mechanical energy by equipment related to the generation of this electrical energy until it is consumed by the second electric motor M2. Is configured. Further, the hybrid control means 56 causes the motor to travel using only the electric motor, for example, only the second electric motor M2, by the electric CVT function (differential action) of the differential unit 11 regardless of whether the engine 8 is stopped or idling. be able to. Further, the hybrid control means 56 operates the first electric motor M1 and / or the second electric motor M2 to run the motor even when the differential unit 11 is in the stepped speed change state (constant speed change state) while the engine 8 is stopped. You can also

Further, the hybrid control means 56 generates at least one of a plurality of driving force sources, that is, the engine 8, the first electric motor M1, and the second electric motor M2 based on a predetermined control variable based on a predetermined relationship. It functions as a driving force source selection control means for selecting a driving force source. FIG. 9 shows a boundary line between the engine travel region and the motor travel region for switching the driving force source for vehicle travel between the engine 8 and the motors M1 and M2 (in other words, for switching between engine travel and motor travel). And a driving force source selection control map (driving force source switching diagram) composed of two-dimensional coordinates using the vehicle speed V and the output torque T _OUT which is a driving force related value as parameters. ) 64 is an example. Further, hysteresis is provided as shown by a one-dot chain line with respect to the solid line in FIG. The driving force source selection control map 64 shown in FIG. 9 is stored in advance in, for example, the relationship storage means 54, and the hybrid control means 56 determines the vehicle speed V from the driving force source selection control map 64 as shown in FIG. The motor travel region is determined based on the vehicle state indicated by the output torque T _OUT and the motor travel is executed. As described above, the motor running by the hybrid control means 56 is compared with the vehicle speed at a relatively low output torque T _OUT or the vehicle speed, which is generally considered to be poor in engine efficiency as compared with the high torque region, as is apparent from FIG. It is executed at low vehicle speed, that is, in a low load range. Thus, in this embodiment, drive amount source selection control is defined as a function of the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 or the vehicle load. The same control function as the continuously variable / locked region of the continuously variable transmission unit is mapped as shown in FIG.

The hybrid control means 56, during the motor running, in order to improve the fuel economy by suppressing the drag of the engine 8 is not operating, substantially the engine rotational speed N _E by the differential action of the differential portion 11 zero i.e. maintained at a value that is determined to a value for example zero near the engine rotational speed N _E at zero or zero. FIG. 10 is a view corresponding to the differential portion 11 portion of the alignment chart of FIG. FIG. 10 shows an example of the state of the differential unit 11 in the continuously variable transmission state when the motor is running. For example, the engine rotational speed N _E with respect to the rotational speed of the second electric motor M2 while the vehicle is running at a rotational torque of the second electric motor M2 corresponding to the vehicle speed V _(rotational speed of the first carrier CA1) is held substantially zero Thus, the first electric motor M1 is controlled, for example, idling at a negative rotational speed.

  Returning to FIG. 7, the speed-increasing side gear determining means 58 determines, for example, the vehicle state in order to determine which of the switching clutch C0 and the switching brake B0 is engaged when the speed change mechanism 10 is in the stepped speed change state. On the basis of the above, whether or not the gear position to be shifted of the speed change mechanism 10 according to the stepped shift control map 62 as shown in FIG. Determine whether or not.

The switching control means 60 selectively switches the differential unit 11 to either a continuously variable transmission state or a constant transmission gear ratio state based on a predetermined control variable based on a predetermined relationship. In other words, the transmission mechanism 10 is selectively switched to either a continuously variable transmission state or a stepped transmission state. FIG. 11 shows that the differential unit 11 is selectively switched between a continuously variable transmission state and a constant transmission gear ratio state (the transmission mechanism 10 is selectively switched to either a continuously variable transmission state or a stepped transmission state). Two-dimensional coordinates using the vehicle speed V and the output torque T _{OUT as} a driving force related value as parameters, which are an example of a pre-stored relationship having a boundary line between the stepless control region and the stepped control region (for switching). It is an example of the switching control map (switching diagram) 66 comprised by these. The switching control map 66 in FIG. 11 is stored in advance in, for example, the relationship storage means 54, and the switching control means 60 is based on the vehicle speed V and the output torque T _OUT from the switching control map 66 as shown in FIG. The state in which the differential unit 11 should be switched is determined based on the vehicle state shown, that is, in the stepless control region in which the differential unit 11 is in the continuously variable transmission state or in the stepped control region in which the constant speed ratio state is set. And the differential unit 11 is selectively switched between the continuously variable transmission state and the constant transmission gear ratio state. In other words, the shift state of the transmission mechanism 10 to be switched is determined, that is, within the continuously variable control region in which the transmission mechanism 10 is in a continuously variable transmission state, or the stepped control region in which 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. Thus, in this embodiment, the continuously variable / lock region of the continuously variable transmission is defined as a function of the vehicle speed V and the output torque T _OUT of the automatic transmission 20 or the vehicle load. Further, a continuously variable / stepped region of the continuously variable transmission is defined as a function of the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20 or the vehicle load. These functions are mapped as shown in FIG.

  Specifically, when it is determined that the switching control means 60 is within the stepped shift control region, the hybrid control means 56 outputs a signal that disables or prohibits the hybrid control or continuously variable shift control. Then, the step-change control means 52 is allowed to perform a shift control at the time of the step-change. At this time, the stepped shift control means 52 executes automatic shift control of the automatic transmission unit 20 in accordance with, for example, the stepped shift control map 62 shown in FIG. FIG. 2 shows a combination of operations of the hydraulic friction engagement devices, that is, C0, C1, C2, B0, B1, B2, and B3 selected in the shift control at this time. That is, the transmission mechanism 10 as a whole, that is, the differential unit 11 and the automatic transmission unit 20 function as a so-called stepped automatic transmission, and the gear position is achieved according to the engagement table shown in FIG.

  For example, when the fifth gear stage is determined by the acceleration-side gear stage determination unit 58, the so-called overdrive gear stage in which the gear ratio is smaller than 1.0 is obtained for the entire transmission mechanism 10. Therefore, the switching control means 60 releases the switching clutch C0 and engages the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7. Is output to the hydraulic control circuit 42. Further, when it is determined by the acceleration side gear stage determination means 58 that it is not the fifth speed gear stage, the speed change gear 10 as a whole can obtain a reduction side gear stage having a gear ratio of 1.0 or more, so that the switching control means. 60 is a command to the hydraulic control circuit 42 to engage the switching clutch C0 and release the switching brake B0 so that the differential unit 11 can function as a sub-transmission with a fixed gear ratio γ0, for example, gear ratio γ0 1. To do. Thus, the transmission mechanism 10 is switched to the stepped speed change state by the switching control means 60 and is selectively switched to be one of the two types of speed steps in the stepped speed change state. Is made to function as a sub-transmission, and the automatic transmission unit 20 in series functions as a stepped transmission, whereby the entire transmission mechanism 10 is made to function as a so-called stepped automatic transmission.

  However, if the switching control means 60 determines that it is within the continuously variable transmission control region where the transmission mechanism 10 is switched to the continuously variable transmission state, the differential unit 11 is used to establish the continuously variable transmission state as the entire transmission mechanism 10. Is output to the hydraulic control circuit 42 so as to release the switching clutch C0 and the switching brake B0 so that the continuously variable transmission can be performed. At the same time, a signal for permitting hybrid control is output to the hybrid control means 56, 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 52, or For example, a signal that permits automatic shifting of the automatic transmission unit 20 according to a stepped shift control map 62 as shown in FIG. In this case, the stepped shift control means 52 performs an automatic shift by an operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG. Thus, the differential unit 11 switched to the continuously variable transmission state by the switching control means 60 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. At the same time that a large driving force is obtained, the rotational speed input to the automatic transmission unit 20 for each of the first speed, the second speed, the third speed, and the fourth speed of the automatic transmission unit 20, that is, transmission The rotational speed of the member 18 is changed steplessly, and each gear stage can obtain a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously and the transmission mechanism 10 as a whole is in a continuously variable transmission state, and the total gear ratio γT can be obtained continuously. That is, in other words, the switching control means 60 controls the switching brake B0 and the switching clutch C0 as the differential state switching device to engage or disengage the power distribution mechanism 16 between the differential state and the non-differential state. Switch to either.

FIG. 12 is an overall control map 68 that comprehensively shows a stepped shift control map 62, a driving force source selection control map 64, and a switching control map 66. As shown in FIG. 12, the stepped shift control map 62, the driving force source selection control map 64, and the switching control map 66 preferably each have a vehicle speed V and a vehicle load, that is, an output torque T of the automatic transmission unit 20. _OUT is a common control variable (parameter). In other words, the stepped shift control means 52, the hybrid control means 56, the speed-increasing gear stage determination means 58, and the switching control means 60 are common from the general control map 68 that is a relationship stored in advance in the relationship storage means 54. The overall shift control and the driving force source selection control are performed based on the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20. By using common control variables in this way, total shift control for selectively executing continuously variable shift control and stepped shift control, and total drive control including drive force source selection control for them are suitably performed. Can do. In this way, the relationship storage means 54 has as simple a switching region as possible for a continuously variable transmission state and a stepped transmission state (locked state) as a two-variable function of the vehicle speed V and the output torque T _OUT of the automatic transmission unit 20. It is stipulated in. In addition, since the function map is based on the vehicle speed V that affects the determination of the advantages and disadvantages of the continuously variable transmission and the power region that affects the physique of the motor and the advantages and disadvantages of the transmission efficiency of the continuously variable transmission, various controls can be performed. The configuration is easy to execute. In FIG. 12, for convenience of explanation, the stepped shift control map 62, the driving force source selection control map 64, and the switching control map 66 are collectively shown as one comprehensive control map 68. Specifically, as shown in FIG. 8, FIG. 9, and FIG. 11, they are stored in the relationship storage means 54 as different maps.

FIG. 13 is a diagram illustrating a stepped shift control map (shift diagram) 70 which is an example of the relationship for the power mode used for the stepped shift control by the stepped shift control means 52, and FIG. It is a figure which illustrates the driving force source selection control map (driving force source switching diagram) 72 which is an example of the relationship for power modes used for the driving force source selection control by the control means. FIG. 15 is a comprehensive control map 74 for power mode that comprehensively shows a stepped shift control map 70, a driving force source selection control map 72, and a switching control map 66. As shown in these figures, the stepped shift control means 52, the hybrid control means 56, the speed-increasing gear stage determination means 58, and the switching control means 60 are operated for power mode selection by switching the ETC switch or the like. In this case, according to the selection operation, the above-described control is performed based on the vehicle speed V and the output torque T _OUT of the automatic transmission 20 from the power mode relationship stored in the relationship storage means 54. The relationship shown in FIGS. 8, 9, 11, and 12 is a map for the normal mode, and the switching control map 66 shown in FIG. 11 is commonly used for the normal mode and the power mode. That is, the stepped shift diagram and the driving force source switching diagram are defined in different maps, and are selected in combination when switching between normal mode / power mode selection. As described above, the relationship storage means 54 may store a plurality of maps as relationships used for the stepped shift control, the driving force source selection control, and the switching control described above.

FIGS. 8 and 13 will be described in detail. These diagrams are shift diagrams (relationships) stored in advance in the relationship storage means 54, which is a basis for shift determination of the automatic transmission unit 20, and the vehicle speed V and the vehicle. It is an example of a shift diagram (shift map) composed of two-dimensional coordinates using the output torque T _{OUT as} a load as a parameter. 8 and 13, the solid line is an upshift line, and the alternate long and short dash line is a downshift line. 8 and 13 indicate 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 60. That is, the broken lines in FIGS. 8 and 13 relate to the high vehicle speed determination line that is a series of the determination vehicle speed V1 that is a preset high-speed traveling determination value for determining high-speed traveling of the hybrid vehicle and the driving force of the hybrid vehicle. High-power running that is a series of determination output torque T1 that is a preset high-power running judgment value for judging high-power running in which the output torque T _OUT of the automatic transmission unit 20 becomes high output. A judgment line is shown. Furthermore, as shown by a two-dot chain line with respect to the broken lines in FIGS. 8 and 13, hysteresis is provided for the determination of the stepped control region and the stepless control region. That is, FIG. 8, FIG. 13 includes a determining vehicle speed V1 and the upper output-torque limit T1, is any of the step-variable control region and the continuously variable control region by switching control means 60 and the vehicle speed V and the output torque T _OUT as a parameter FIG. 3 is a switching diagram (switching map, relationship) stored in advance for determining the region. In addition, you may memorize | store in the relationship memory | storage means 54 beforehand as a shift map including this switching diagram. Further, this switching diagram may include at least one of the determination vehicle speed V1 and the determination output torque T1, or is a switching line stored in advance using either the vehicle speed V or the output torque T _OUT as a parameter. There may be. The shift diagram, the switching diagram, 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 vehicle load is a parameter that corresponds to the driving force of the vehicle on a one-to-one basis, and includes not only the driving torque or driving force at the driving wheels 38, but also, for example, the output torque T _OUT of the automatic transmission unit 20, the engine torque T _E, vehicle acceleration or, for example, the accelerator opening or a throttle opening (or the intake air amount, air-fuel ratio, fuel injection amount) and the actual values of such engine torque T _E that is calculated by the engine speed N _E, the driver It may be an estimated value such as a required driving force calculated based on the accelerator pedal operation amount or the 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.

As shown in the relationship of FIG. 8 and FIG. 13, 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 is Since it is set as a stepped control region, stepped variable speed travel is executed at a high driving torque at which the engine 8 has a relatively high torque or at a relatively high vehicle speed. The engine 8 is executed at a low driving torque, which is an extremely low torque, or at a relatively low vehicle speed, that is, in a normal output range of the engine 8. Similarly, as indicated by the relationship shown in FIG. 11, the engine torque T _E is a predetermined value TE1 more high torque region, the engine speed N _E preset predetermined value NE1 or a high-speed drive region in which, or high output region where the engine output is higher than the predetermined calculated from these engine torque T _E and the engine speed N _E, because it is set as a step-variable control region, relatively high torque of the step-variable shifting running the engine 8 This is executed at a relatively high rotational speed or at a relatively high output, and continuously variable speed travel is performed at a relatively low torque, a relatively low rotational speed, or a relatively low output of the engine 8, that is, in a normal output range of the engine 8. It is supposed to be executed. The boundary line between the stepped control region and the stepless control region in FIG. 11 corresponds to a high vehicle speed determination line that is a sequence of high vehicle speed determination values and a high output travel determination line that is a sequence of high output travel determination values. ing.

As a result, for example, when the vehicle is running at low to medium speed and at low to medium power, the speed change mechanism 10 is set to a continuously variable transmission state to ensure the fuel efficiency of the vehicle, but the actual vehicle speed V exceeds the determined 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 driving force and the electric energy generated when operating as a fuel 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. 16 can enjoy.

17, the engine output as a boundary for the area determining which of the engine rotational speed N _E and engine torque T _E and the switching control means 60 by the step-variable control region and the continuously variable control region as a parameter It is a figure which illustrates the switching control map 76 which is an example of the relationship previously stored, for example in the relationship memory | storage means 54 which has a line. Switching control means 60, in place of the switching diagram of Fig. 11 based on the switching diagram of FIG. 17 on the engine rotational speed N _E and engine torque T _E, 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. 17 is also a conceptual diagram for making a broken line in FIG. In other words, the broken line in FIG. 11 is also a switching line repositioned 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.

  FIG. 18 shows a seesaw type switch 48 (hereinafter referred to as “switching between a differential state and a non-differential state (locked state) of the power distribution mechanism 16, that is, a stepless speed change state and a stepped speed change state of the speed change mechanism 10 by manual operation”. This is an example of the switch 48 and is provided in the vehicle so that it can be manually operated by the user. This switch 48 allows the user to alternatively select vehicle travel in a speed change state desired by the user. The switch 48 corresponding to continuously variable speed travel indicates the position (part) or presence or absence of the switch 48. When the position (part) displayed as stepped corresponding to the step-variable travel is pushed by the user, the continuously variable-speed travel, that is, the continuously variable transmission state in which the transmission mechanism 10 can be operated as an electrical continuously variable transmission, It is possible to select whether to make a stepped speed change, that is, a stepped speed change state in which the speed change mechanism 10 can operate as a stepped transmission. For example, if it is desired to have a continuously variable transmission feeling or a fuel efficiency improvement effect, the transmission mechanism 10 can be manually selected so as to be in a continuously variable transmission state. If it is desired to improve the feeling by changing the engine rotation speed, the speed change mechanism 10 can be manually selected so as to be in a stepped speed change state.

Here, the control operation of the switching control means 60 in the motor travel mode in which only the motor, for example, the second motor M2 alone is driven by the electric CVT function (differential action) of the differential section 11 will be described in detail. Switching control means 60, when in the motor running is determined, the engine N _E by the hybrid control means 56 as shown in FIG. 10, for example in order to improve the fuel economy by suppressing the drag of the engine 8 is not actuated The power distribution mechanism 16 is switched to the differential state so that it can be maintained at substantially zero.

  Further, the switching control means 60 switches the power distribution mechanism 16 to the differential state even when the stepped variable speed travel, that is, the non-differential state of the power distribution mechanism 16 is selected in the switch 48 during motor travel. As can be seen from the driving force source selection control map 64 of FIG. 9, since the motor travel is originally executed in a low load region, the higher the driving torque, the higher the torque due to the change in the engine speed accompanying the shift of the stepped transmission. The ring improvement or the like is not obtained, and the user is considered to have low expectation. Therefore, the switching control means 60 daringly switches the power distribution mechanism 16 to the differential state even when the non-differential state is selected in the switch 48 in order to improve fuel efficiency during motor running.

Further, the switching control means 60, when there is a high possibility of starting the engine while the motor driving the rapid engine ignition capable as the engine rotational speed N _E power distributing mechanism even during motor running to raise 16 is switched to the non-differential state. Since during motor running as described above is maintained in the engine rotation N _E is substantially zero, the switching control means 60, for example 3 or engagement or switching of the switching brake B0 the power distributing mechanism 16 as shown in FIG. 5 By making the non-differential state by engagement of the clutch C0, the first electric motor M1 is used in the differential state of the power distribution mechanism 16 to increase the rotational speed of the first sun gear S1 more quickly. raising the engine rotational speed N _E by raising the rotational speed of the first sun gear S1.

  FIG. 19 is a diagram illustrating an example of a shift operation device 50 that is a manual transmission operation device. The shift operation device 50 includes a shift lever 51 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions. For example, as shown in the engagement operation table of FIG. 2, the shift lever 51 has a power transmission path in the speed change mechanism 10, that is, in the automatic speed change unit 20, in which neither the clutch C <b> 1 nor the clutch C <b> 2 is engaged. In the neutral state, that is, in the neutral state, the parking position “P (parking)” for locking the output shaft 22 of the automatic transmission unit 20, the reverse traveling position “R (reverse)” for reverse traveling, The neutral position “N (neutral)”, the forward automatic shift travel position “D (drive)”, or the forward manual shift travel position “M (manual)” to be in a neutral state where the power transmission path is interrupted is manually operated. Is provided. The shift positions indicated by the “P” to “M” positions are the “P” position and the “N” position, which are non-driving positions that are selected when the vehicle is not driven, the “R” position, the “D” position. The “M” position is a travel position selected when the vehicle travels. Further, the “D” position is also the fastest running position, and the “M” position, for example, the “4” range to the “L” range is also an engine brake range in which an engine brake effect can be obtained.

  The “M” position is provided adjacent to the width direction of the vehicle at the same position as the “D” position in the longitudinal direction of the vehicle, for example, and when the shift lever 51 is operated to the “M” position, Any of the “D” range to the “L” range is changed according to the operation of the shift lever 51. Specifically, at the “M” position, an upshift position “+” and a downshift position “−” are provided in the front-rear direction of the vehicle, and the shift lever 51 is moved to the upshift position “+”. ”Or the downshift position“ − ”, the“ D ”range to the“ L ”range is selected. For example, the five shift ranges from the “D” range to the “L” range at the “M” position are the high speed side (the minimum gear ratio side) in the change range of the total gear ratio γT that allows automatic transmission control of the transmission mechanism 10. The shift range of the shift stage (gear stage) is limited so that there are a plurality of types of shift ranges having different total speed ratios γT and different maximum speed shift stages in which the automatic transmission unit 20 can perform a shift. The shift lever 51 is automatically returned from the upshift position “+” and the downshift position “−” to the “M” position by a biasing means such as a spring. The shift operation device 50 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 51, and electronically controls the shift position of the shift lever 51, the number of operations at the “M” position, and the like. Output to the device 40.

  For example, when the “D” position is selected by operating the shift lever 51, the automatic switching control of the transmission mechanism 10 is executed by the switching control means 60, and the power distribution mechanism 16 is disabled by the hybrid control means 56. The step shift control is executed, and the stepped shift control means 52 executes the automatic shift control of the automatic transmission unit 20. For example, when the speed change mechanism 10 is switched to the stepped speed change state, the speed change mechanism 10 is automatically controlled in the range of the first to fifth speed gears as shown in FIG. During continuously variable speed travel in which the mechanism 10 is switched to the continuously variable transmission state, the transmission mechanism 10 has a continuously variable gear ratio range of the power distribution mechanism 16 and a range from the first speed gear stage to the fourth speed gear stage of the automatic transmission unit 20. Thus, the automatic transmission control is performed within the change range of the total speed ratio γT that can be changed by the transmission mechanism 10 obtained by the respective gear stages that are automatically controlled by the transmission. This “D” position is also a shift position for selecting an automatic shift traveling mode (automatic mode) which is a control mode in which automatic shift control of the transmission mechanism 10 is executed.

  Alternatively, when the “M” position is selected by operating the shift lever 51, the stepped shift control means 52, the hybrid control means 56, The shift control means 60 performs automatic transmission control within the range of the total transmission ratio γT that can be changed in each transmission range of the transmission mechanism 10. For example, when the transmission mechanism 10 is switched to the stepped transmission state, the transmission mechanism 10 is automatically controlled to shift within the range of the total transmission ratio γT at which the transmission mechanism 10 can shift in each shift range, or the transmission mechanism 10 During continuously variable speed driving that can be switched to a continuously variable speed state, the speed change mechanism 10 automatically shifts within the range of the stepless speed ratio range of the power distribution mechanism 16 and the shift speed range of the automatic speed changer 20 corresponding to each speed range. Automatic shift control is performed within the range of the total gear ratio γT that can be shifted in each shift range of the transmission mechanism 10 obtained by each gear stage to be controlled. This “M” position is also a shift position for selecting a manual shift traveling mode (manual mode) which is a control mode in which manual shift control of the transmission mechanism 10 is executed.

Returning to FIG. 7, the continuously variable speed travel speed ratio control means (hereinafter referred to as the speed ratio control means) 61 is a continuously variable speed travel state of the vehicle in which the differential section 11 which is a continuously variable speed shift section is operated continuously variable speed. Is determined, the shift of the automatic transmission unit 20 is performed so that the optimum fuel consumption is obtained based on the efficiency ηM1 of the first electric motor M1, the efficiency ηM2 of the second electric motor M2, and the efficiency of the automatic transmission unit 20. The ratio γ and the gear ratio γ0 of the differential portion 11 are controlled. For example, the output shaft rotational speed of the differential unit 11 (the input shaft rotational speed of the automatic transmission unit 20) N _IN is suppressed for the purpose of preventing reverse rotation of the first electric motor M1 even during steady running at a relatively high speed. Thus, by adjusting the gear ratio γ of the automatic transmission unit 20 as the stepped transmission unit, the gear ratio γ0 of the differential unit 11 as the continuously variable transmission unit is changed according to the gear ratio γ.

Further, the gear ratio control unit 61, determines a target engine rotational speed N _EM of the engine 8 based on the actual accelerator opening A _CC from an engine fuel efficiency map 67 as shown in FIG. 20 previously stored in the relationship memory means 54 At the same time, control for determining the speed ratio γ of the automatic transmission unit 20 and the speed ratio γ0 of the differential unit 11 to obtain the target engine speed _NEM based on the actual vehicle speed V is performed. That is, as shown in FIG. 20, determined from the well-known one of the equal horsepower curve L3a corresponding to the output of the engine 8 for, based on the actual accelerator opening A _CC satisfying the driver's required driving force relationships Then, the engine speed corresponding to the intersection Ca between the determined equal horsepower curve L3a and the optimum fuel efficiency curve L2 is determined as the target engine speed _NEM . Further, the total speed ratio γT of the speed change mechanism 10 for obtaining the target engine speed _NEM based on the target engine speed _NEM and the actual vehicle speed V is determined from the relationship shown in the equation (1), for example. The It should be noted that the relationship between the rotational speed N _OUT (rpm) of the output shaft 22 of the automatic transmission unit 20 and the vehicle speed V (km / h) is such that the gear ratio of the final reduction gear is γf and the radius of the drive wheels 38 is r. , The relationship shown in equation (2). Next, the transmission ratio γ of the automatic transmission unit 20 and the transmission ratio γ0 of the differential unit 11 for obtaining the total transmission ratio γT (= γ × γ0) of the transmission mechanism 10 are expressed by equations (1), (2), ( From 3) and (4), it is determined so that the transmission efficiency of the entire speed change mechanism 10 is maximized.

That is, first, because the range of variation of the speed ratio γ0 of the differential portion 11 is zero or 1, the target engine speed N _EM larger engine rotational speed N _E at the time when the speed ratio γ0 is assumed to be 1 speed ratio candidate value γa of the automatic shifting portion 20 may generate, .gamma.b etc., for example, based on the actual vehicle speed V from equation (1) and the relationship between the engine rotational speed N _E and the vehicle speed V as shown in (2) Multiple types are set. Then, for example, the formula overall speed ratio γT and the gear ratio candidate value to obtain the target engine rotational speed N _EM from the relationship shown in (3) γa, γb their gear ratio candidate value based on the .gamma.a, vehicle fuel per .gamma.b consumption Mfce is calculated, the total for determining a gear ratio candidate value the vehicle fuel consumption becomes minimum as the speed ratio γ of the automatic shifting portion 20, to obtain the speed ratio γ and the target engine speed N _EM The speed ratio γ0 of the differential unit 11 is determined from the speed ratio γT.

In Equation (3), Fce is the fuel consumption rate, PL is the instantaneous required power, ηele is the efficiency of the electrical system, ηCVT is the transmission efficiency of the differential unit 11, k1 is the transmission ratio of the electrical path of the differential unit 11, k2 Is the transmission ratio of the mechanical path of the differential unit 11, and ηgi is the transmission efficiency of the automatic transmission unit 20. Equation (3) Efficiency ηM2 efficiency ηM1 and the second electric motor M2 of the first electric motor M1 is in each gear ratio candidate value .gamma.a, to obtain the overall speed ratio γT for obtaining the target engine speed N _EM for each γb Is determined based on the rotational speed determined for each of the gear ratio candidates γ0a and γ0b of the differential section 11 and the output torque required for each electric motor to generate the required driving force. In addition, k1 is usually a value near 0.1 and k2 is usually a value near 0.9, but since it is a function of the required output, it is changed according to the required output. Further, the transmission efficiency ηgi of the automatic transmission unit 20 is a function of the transmission torque Ti, the rotational speed Ni of the rotating member, and the oil temperature H, which are different for each gear stage i, for example, as shown in Expression (4). For convenience, constant values are used for the fuel consumption rate Fce, the instantaneous required power PL, the electric system efficiency ηele, and the transmission efficiency ηCVT of the differential section 11. In addition, a constant value may be used for the transmission efficiency ηgi and the like of the automatic transmission unit 20 as long as the practical accuracy is not affected.

N _EM = γT × N _OUT (1)
N _OUT = (V × γf) / 2πr · 60 (2)
Mfce = Fce × PL / ((ηM1 × ηM2 × ηele × k1
+ ΗCVT × k2) × ηgi) (3)
ηgi = f (Ti, Ni, H) (4)

  The gear ratio control means 61 is provided so that the gear ratio γ of the automatic transmission unit 20 and the gear ratio γ0 of the differential unit 11 determined as described above are respectively realized as gear ratios in continuously variable speed travel. Commands the step shift control means 52 and the hybrid control means 56.

  FIG. 21 is a flowchart showing the main part of the control operation of the electronic control unit 40, that is, the switching control operation of the speed change mechanism 10 in the embodiment of FIG. It is what is done.

First, step (hereinafter abbreviated step) in S1, whether the motor drive region based on the vehicle condition represented by the drive power source selection control map 64 shown in FIG. 9 and the vehicle speed V and the output torque T _OUT It is determined whether or not. If the determination at S1 is affirmative, the routine is terminated after the motor traveling using the first electric motor M1 and / or the second electric motor M2 as a driving force source is performed at S10. If the determination is negative, it is determined in S2 whether or not the actual vehicle speed V of the hybrid vehicle has become a high vehicle speed that is equal to or higher than a predetermined determination vehicle speed V1. If the determination in S2 is affirmative, the processing from S6 is executed, but if the determination in S2 is negative, the actual driving torque of the hybrid vehicle or the output of the automatic transmission unit 20 is determined in S3. It is determined whether or not the torque T _OUT has become a high torque (high driving force) equal to or higher than a preset determination torque T1. If the determination in S3 is affirmative, the processes in and after S6 are executed. If the determination in S3 is negative, in S4, the electric energy is generated from the generation of electric energy in the first electric motor M1. For example, the first motor M1, the second motor M2, the inverter 58, the power storage device 60, and the transmission path connecting them are reduced in function of the equipment related to the electric path (electric energy transmission path) until converted into mechanical energy. It is determined by whether or not a function deterioration such as failure (failure) or malfunction due to low temperature has occurred.

  If the determination in S4 is affirmative, the processes in and after S6 are executed. If the determination in S4 is negative, the differential unit 11 is activated in S5 corresponding to the operation of the transmission ratio control means 61. A command for releasing the switching clutch C0 and the switching brake B0 is output to the hydraulic control circuit 42 so that the continuously variable transmission is possible. At the same time, a signal permitting hybrid control is output to the hybrid control means 56, and a signal permitting automatic shifting of the automatic transmission unit 20 is output to the stepped shift control means 52. Therefore, the differential unit 11 is caused to function as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission. The rotational speed input to the automatic transmission section 20, that is, the rotational speed of the transmission member 18, is continuously changed with respect to the first speed, second speed, third speed, and fourth speed of the section 20. Thus, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and a continuously variable transmission state in which the total gear ratio γT is stepless in the transmission mechanism 10 as a whole can be obtained.

  If at least one of the determinations of S2, S3, and S4 is affirmed, it is shown in FIG. 8 which is stored in the relationship storage means 54 which gear stage the transmission mechanism 10 is set to in S5. The determination is made according to such a stepped shift control map 62. Then, in S7 corresponding to the speed-increasing gear stage determining means 58, it is determined whether or not the speed stage to be shifted of the speed change mechanism 10 determined in S6 is the speed increasing side gear stage, for example, the fifth speed gear stage. Determined.

  If the determination in S7 is affirmative, in S8, the switching clutch C0 is released so that the differential unit 11 functions as a sub-transmission having a fixed gear ratio γ0, for example, a gear ratio γ0 of 0.7, and A command to engage the switching brake B0 is output to the hydraulic control circuit 42. At the same time, a signal for disabling or prohibiting the hybrid control or continuously variable transmission control is output to the hybrid control means 56, and the speed change mechanism 10 is sent to the stepped transmission control means 52 according to the speed determined in S6. A signal is output that permits the automatic transmission unit 20 to automatically shift to the fourth speed gear so that the overall speed is the fifth speed. If the determination in S7 is negative, in S9, the switching clutch C0 is engaged so that the differential unit 11 functions as a sub-transmission with a fixed gear ratio γ0, for example, a gear ratio γ0 of 1. A command to release the switching brake B0 is output to the hydraulic control circuit 42. At the same time, a signal for disabling or prohibiting hybrid control or continuously variable transmission control is output to the hybrid control means 56, and the stepped transmission control means 52 is supplied with the first speed according to the speed determined in S6. A signal permitting automatic shifting of the automatic transmission unit 20 in the range from the gear stage to the fourth speed gear stage is output. Accordingly, the differential unit 11 is caused to function as a sub-transmission in S8 and S9, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, so that the entire transmission mechanism 10 becomes a stepped transmission state, so-called stepped. It is made to function as an automatic transmission. In the above control, S6, S8, and S9 are operations for the stepped shift control means 52, S1, S5, S8, and S9 are operations for the hybrid control means 56, and S5, S8, and S9 are switching control means 60. Correspond to each of the operations.

  Thus, according to the present embodiment, the differential unit 11 that can be switched between a continuously variable transmission state and a constant gear ratio state that can be operated as an electrical continuously variable transmission, and the vehicle speed and Switching control means 60 (S5, S8, and S9) for selectively switching the differential portion 11 to either the continuously variable speed state or the constant speed ratio state based on the vehicle load or the output torque of the vehicle drive device; Therefore, it is possible to provide a control device that suitably performs shift control in the transmission mechanism 10 that can operate as an electric continuously variable transmission.

  Further, a speed change mechanism 10 capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission, and a vehicle speed and a vehicle load from a predetermined relationship. Or switching control means 60 for selectively switching the speed change mechanism 10 to one of the stepless speed change state and the stepped speed change state based on the output torque of the vehicle drive device. A control device that suitably performs shift control in the transmission mechanism 10 that can operate as a transmission can be provided.

  Further, the speed change mechanism 10 capable of switching between a continuously variable speed state and a constant speed variable state operable as an electric continuously variable transmission, and the vehicle speed and the vehicle load or the output torque of the vehicle drive device as control parameters, A first region in which the mechanism 10 is in the continuously variable transmission state and a second region in which the transmission mechanism 10 is in the constant transmission state are defined based on the switching control map 66 and the switching control map 66 defined therein. Switching control means 60 for selectively switching the transmission mechanism 10 to one of the continuously variable transmission state and the constant transmission state in the transmission mechanism 10 operable as an electrical continuously variable transmission. It is possible to provide a control device that suitably performs shift control using a simple program.

  A transmission mechanism 10 that can be switched between a continuously variable transmission state that can be operated as an electric continuously variable transmission and a stepped transmission state that can be operated as a stepped transmission, a vehicle speed, a vehicle load, and a vehicle drive device. A first switching region in which the output torque is a control parameter and the transmission mechanism 10 is in the continuously variable transmission state and a second region in which the transmission mechanism 10 is in the stepped transmission state are defined. 66, and switching control means 60 that selectively switches the transmission mechanism 10 to either the continuously variable transmission state or the stepped transmission state based on the switching control map 66. It is possible to provide a control device that suitably performs a shift control in the transmission mechanism 10 that can be selectively operated as a step transmission and a stepped transmission by a simple program.

  Further, the differential mechanism 16 is provided in the differential mechanism 16, and the differential mechanism 16 is selected between a differential state in which the continuously variable transmission unit can be differentiated as an electric continuously variable transmission and a locked state in which it is non-differential. A differential state switching device for switching automatically, that is, a switching brake B0 and a switching clutch C0, and a shift line for switching a gear position is defined by a predetermined control parameter, and is used for gear shifting control of the stepped automatic transmission unit 20. The differential state switching is defined by the step shift control map 62 and the differential region to be the differential state and the non-differential region to be the non-differential state by the same control parameters as the stepped shift control map 62. Since the switching control map 66 used for switching control between the differential state and the non-differential state by the device is included, the shift control of the stepped automatic transmission unit 20, the electric continuously variable transmission, and the stepped gear Gear shifting The shift control in the selectively actuatable transmission mechanism 10 may be provided suitably carried out controller by a simple program as.

  In addition, a differential state switching device that selectively switches the differential mechanism 16 between a differential state that enables differential operation as an electrical continuously variable transmission and a non-differential locked state, that is, a switching brake B0, A region for determining at least one driving force source for generating a driving force among the engine 8, the first electric motor M1, and the second electric motor M2 based on the switching clutch C0 and predetermined control parameters is a driving force source to be determined. A plurality of driving force source selection control maps 67 that are defined in accordance with the driving force source selection control, a differential region that is in the differential state by the same control parameters as the driving force source selection control map 67, and the non-driving region. Whether to include a switching control map 66 that defines a non-differential region to be in a differential state and is used for switching control between the differential state and the non-differential state by the differential state switching device. , It is possible to provide a control device that suitably performed by simple program selection control of the transmission control and the driving force source in actuable shifting mechanism 10 as the electrically controlled continuously variable transmission.

  Further, a transmission mechanism 10 capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission, the engine 8, Of the first electric motor M1 and the second electric motor M2, a plurality of regions for determining at least one driving force source for generating a driving force are defined according to the determined driving force source and used for the selection control of the driving force source. The driving force source selection control map 64 and the stepless speed change region for the stepless speed change state and the stepped speed change region for the stepped speed change state are defined by the same control parameters as the driving force source selection control map 64. And a switching control map 66 used for switching control between the continuously variable transmission state and the stepped transmission state by the transmission mechanism 10. Thus, an electric continuously variable transmission and a stepped transmission are provided. It is possible to provide a control device that suitably performed by shift control and drive power source selection control a simple program in the selectively actuatable transmission mechanism 10.

Further, since the control parameters are the vehicle speed V and the vehicle load, that is, the output torque T _OUT of the automatic transmission unit 20, the shift control in the transmission mechanism 10 operable as an electric continuously variable transmission is put into practical use by a simple program. Can be carried out in a specific manner.

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

  FIG. 22 is a skeleton diagram illustrating the configuration of the speed change mechanism 80 according to another embodiment of the present invention, and FIG. 23 is a view showing the relationship between the gear position of the speed change mechanism 80 and the engagement combination of the hydraulic friction engagement device. FIG. 24 is a collinear diagram illustrating the speed change operation of the speed change mechanism 80.

  The speed change mechanism 80 is a transmission member between the differential portion 11 having the first electric motor M1, the power distribution mechanism 16, and the second electric motor M2 and the differential portion 11 and the output shaft 22 in the same manner as in the above-described embodiment. 18 and a forward three-stage automatic transmission unit 82 connected in series via 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 82 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 80 configured as described above, for example, as shown in the engagement operation table of FIG. 23, the switching clutch C0, the first clutch C1, the second clutch C2, the switching brake B0, and the first brake B1. , And the second brake B2 is selectively engaged and operated, so that one of the first gear (first gear) to the fourth gear (fourth gear) or the reverse gear (reverse) Gear ratio) or neutral is selectively established, and a gear ratio γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) that changes substantially in an equal ratio can be obtained for each gear stage. ing. In particular, in this embodiment, the power distribution mechanism 16 is provided with a switching clutch C0 and a switching brake B0 that function as a differential state switching device, and any one of the switching clutch C0 and the switching brake B0 is engaged. In addition to the above-described continuously variable transmission state that operates as a continuously variable transmission, the differential unit 11 can constitute a constant transmission state that operates as a transmission having a constant gear ratio. Therefore, in the speed change mechanism 80, the stepped portion that operates as a stepped transmission by the differential portion 11 and the automatic speed change portion 82 that are brought into the constant speed change state by engaging and operating either the switching clutch C0 or the switching brake B0. A speed change state is configured, and the differential part 11 and the automatic speed change part 82 which are brought into a continuously variable transmission state by operating neither the switching clutch C0 nor the switching brake B0 operate as an electric continuously variable transmission. A continuously variable transmission state is configured. In other words, the speed change mechanism 80 is switched to the stepped speed change state by engaging one of the switching clutch C0 and the switching brake B0, and does not operate any of the switching clutch C0 and the switching brake B0. It is switched to the continuously variable transmission state.

  For example, when the speed change mechanism 80 functions as a stepped transmission, as shown in FIG. 23, the gear ratio γ1 is set to a maximum value, for example, “by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2,” A first gear that is approximately 2.804 "is established, and the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 causes the gear ratio γ2 to be smaller than the first gear, for example," The second speed gear stage that is about 1.531 "is established, and the engagement of the switching clutch C0, the first clutch C1, and the second clutch C2 causes the gear ratio γ3 to be smaller than the second speed gear stage, for example," A third gear that is about 1.000 "is established, and the engagement of the first clutch C1, the second clutch C2, and the switching brake B0 causes the gear ratio γ4 to be smaller than the third gear, for example. “0. 05 "is about the fourth-speed gear stage 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 80 functions as a continuously variable transmission, both switching clutch C0 and switching brake B0 in the engagement table shown in FIG. 23 are released. Thus, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 82 in series with the differential unit 11 functions as a stepped transmission, whereby the first speed, the second speed, and the third speed of the automatic transmission unit 82 are achieved. Thus, the rotational speed input to the automatic transmission unit 82, that is, the rotational speed of the transmission member 18 is changed steplessly, and each gear stage has a stepless speed ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 80 as a whole can be obtained continuously.

  FIG. 24 shows a transmission mechanism 80 including a differential unit 11 that functions as a continuously variable transmission unit or a first transmission unit and an automatic transmission unit 82 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 unit 82 in FIG. 24 correspond to the fourth element (fourth rotation element) RE4 and are connected to each other in order from the left and The relative rotational speed of the third sun gear S3, the relative rotational speed of the third carrier CA3 corresponding to the fifth element (fifth rotational element) RE5, and corresponding to the sixth element (sixth rotational element) RE6 and connected to each other The relative rotational speeds of the second carrier CA2 and the third ring gear R3 and the relative rotational speed of the second ring gear R2 corresponding to the seventh element (seventh rotational element) RE7 are shown. Further, in the automatic transmission unit 82, the fourth rotating element RE4 is selectively connected to the transmission member 18 via the second clutch C2 and is selectively connected to the case 12 via the first brake B1. ing. The fifth rotating 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 unit 82. The seventh rotating element RE7 is selectively connected to the transmission member 18 via the first clutch C1.

In the automatic transmission unit 82, as shown in FIG. 24, when the first clutch C1 and the second brake B2 are engaged, the vertical line Y7 and the horizontal line X2 indicating the rotational speed of the seventh rotation element RE7 (R2). And an oblique straight line L1 passing through the intersection of the vertical line Y5 and the horizontal line X1 indicating the rotational speed of the fifth rotational element RE5 (CA3), and a sixth rotational element RE6 (CA2, CA2, coupled to the output shaft 22). The rotation speed of the output shaft 22 of the first speed is indicated by the intersection with the vertical line Y6 indicating the rotation speed of R3). Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. The rotation speed of the output shaft 22 at the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the sixth rotation element RE6 connected to the output shaft 22 The rotation speed of the third-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed. In the first speed to third speed, as a result of the switching clutch C0 is engaged, the driving force from the differential 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 driving force from the differential 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 transmission mechanism 80 of the second embodiment also includes a differential unit 11 that can be switched between a continuously variable transmission state that can be operated as an electric continuously variable transmission and a constant gear ratio state, a stepped transmission unit, or a second transmission unit. Since it comprises the automatic transmission unit 82 that functions as a transmission unit, the same effects as in the above-described embodiment can be obtained.

  Although the preferred embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be applied to other modes.

  For example, in the above-described embodiment, the relationship storage means 54 stores one or two types of maps as the relationships used for the stepped shift control, the driving force source selection control, and the switching control. Or you may have a map beyond it as needed.

  Further, the transmission mechanisms 10 and 80 of the above-described embodiment have the continuously variable transmission state that functions as an electrical continuously variable transmission by switching the differential unit 11 between the differential state and the non-differential state. Although it was configured to be able to switch to a stepped transmission state that functions as a stepped transmission, switching between the continuously variable transmission state and the stepped transmission state is switched between the differential state and the non-differential state of the differential unit 11. For example, even if the differential unit 11 is in the differential state, the speed ratio of the differential unit 11 may be changed stepwise instead of continuously so as to function as a stepped transmission. In other words, the differential state / non-differential state of the transmission mechanisms 10 and 80 (differential unit 11) and the continuously variable transmission state / stepped transmission state are not necessarily in a one-to-one relationship. The mechanisms 10 and 80 are not necessarily configured to be switchable between the continuously variable transmission state and the stepped transmission state, and the transmission mechanisms 10 and 80 (the differential 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 (locked state).

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

  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 electric motor M1 and the second electric motor M2 are disposed concentrically with the input shaft 14, the first electric motor M1 is connected to the first sun gear S1, and the second electric 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.

  Further, 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.

  In the transmission mechanisms 10 and 80 of the above-described embodiment, the switching clutch C0 is engaged when the neutral "N" is set, but it is not always necessary to be engaged.

  In the above-described embodiment, the hydraulic friction engagement devices such as the switching clutch C0 and the switching brake B0 are magnetic powder type, electromagnetic type, mechanical type engagement such as powder (magnetic powder) clutch, electromagnetic clutch, meshing type dog clutch, etc. 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 82. Also good.

  In the above-described embodiment, the automatic transmission units 20 and 82 are interposed in the power transmission path between the differential member 11, that is, the transmission member 18 that is the output member of the power distribution mechanism 16 and the drive wheel 38. However, another type of driving force transmission device such as a continuously variable transmission (CVT), which is a kind of automatic transmission, may be provided. In the case of the continuously variable transmission (CVT), the power distribution mechanism 16 is brought into a constant speed change state, whereby the stepped speed change state is made as a whole. The stepped speed change state means that the driving force 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 82 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 82 are connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14, and the counter shaft is mounted on the counter shaft. The automatic transmission units 20 and 82 may be arranged concentrically. In this case, the differential unit 11 and the automatic transmission units 20 and 82 are connected so as to be able to transmit power via, for example, a pair of transmission members including a counter gear pair as a transmission member 18, a sprocket, and a chain. Is done.

  Further, in the power distribution mechanism 16 as the differential mechanism of the above-described embodiment, for example, a pinion that is rotationally driven by the engine 8 and a pair of bevel gears that mesh with the pinion are operative to the first electric motor M1 and the second electric motor M2. It may be a differential gear device connected to the.

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

  In the above-described embodiment, the shift range is set by operating the shift lever 51 to the “M” position. However, the shift speed is set, that is, the highest speed shift speed of each shift range is set. It may be set as a gear position. In this case, in the automatic transmission units 20 and 82, the gear position is switched and the gear shift is executed. For example, when the shift lever 51 is manually operated to the upshift position “+” or the downshift position “−” in the “M” position, the automatic transmission unit 20 is in any one of the first to fourth gear positions. Is set according to the operation of the shift lever 51.

  In addition, the switch 48 of the above-described embodiment is a seesaw type switch. However, for example, a push button type switch, two push button type switches that can be held only alternatively, a lever type switch, Any switch that can selectively switch between at least continuously variable speed travel (differential state) and stepped speed variable travel (non-differential state), such as a slide switch. In addition, when the switch 48 is provided with a neutral position, a switch capable of selecting whether the selection state of the switch 48 is valid or invalid, that is, equivalent to the neutral position, may be provided separately from the switch 48 instead of the neutral position.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device according to an embodiment of the present invention. 2 is an operation chart for explaining the relationship between a speed change operation and a combination of operations of a hydraulic friction engagement device used therefor when the hybrid vehicle drive device of the embodiment of FIG. FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage when the hybrid vehicle drive device of the embodiment of FIG. FIG. 6 is a diagram illustrating an example of a state of a differential unit (power distribution mechanism) when switched to a continuously variable transmission state (differential state), corresponding to the differential unit of the collinear diagram of FIG. 3. It is. FIG. 6 is a diagram showing a state of a differential portion (power distribution mechanism) when the gear is switched to a constant speed change state (non-differential state, stepped speed change state) by engagement of a switching clutch C0. It is a figure equivalent to the differential part of a diagram. It is a figure explaining the input-output signal of the electronic controller provided in the drive device of the Example of FIG. It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. It is a figure which illustrates the step-variable transmission control map memorize | stored previously used as the base of the shift judgment of the automatic transmission part comprised by the same two-dimensional coordinate which uses a vehicle speed and output torque as a parameter. A driving force source selection control map stored in advance having a boundary line between the engine traveling region and the motor traveling region for switching between the engine traveling and the motor traveling composed of two-dimensional coordinates using the vehicle speed and the output torque as parameters. It is an example. FIG. 6 is a diagram illustrating a state where the engine rotation speed is maintained at substantially zero during motor traveling in the differential unit that is in a continuously variable transmission state, and corresponds to the differential unit of the collinear diagram of FIG. 3. It is. It is an example of the switching control map memorize | stored previously which has the boundary line of the stepless control area | region comprised by the two-dimensional coordinate which uses a vehicle speed and an output torque as a parameter, and a stepped control area | region. 12 is a comprehensive control map that comprehensively shows the stepped shift control map of FIG. 8, the driving force source selection control map of FIG. 9, and the switching control map of FIG. FIG. 9 is a diagram illustrating a stepped shift control map for a power mode that is stored in advance and is based on the same two-dimensional coordinates using the vehicle speed and the output torque as parameters, and is a basis for determining a shift of the automatic transmission unit; FIG. A driving power source for a power mode stored in advance having a boundary line between the engine traveling region and the motor traveling region for switching between the engine traveling and the motor traveling configured by two-dimensional coordinates using the vehicle speed and the output torque as parameters. FIG. 10 is an example of a selection control map and corresponds to FIG. 9. FIG. 13 is a comprehensive control map for power mode that comprehensively includes the stepped shift control map of FIG. 13, the driving force source selection control map of FIG. 14, and the switching control map of FIG. 11, and corresponds to FIG. 12. It is an example of the change of the engine rotational speed accompanying the upshift in a stepped transmission. FIG. 11 is an example of a switching control map stored in advance having a boundary line between a continuously variable control region and a stepped control region configured by two-dimensional coordinates using engine rotation speed and engine torque as parameters; It is also a conceptual diagram for mapping the boundary between the stepless control region and the stepped control region shown. It is a seesaw type switch as a switching device, and is an example of a shift state manual selection device operated by a user to select a shift state. It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. An engine fuel consumption map stored in advance for determining the transmission ratio of the automatic transmission unit and the transmission unit of the differential unit that gives the target engine rotation speed composed of two-dimensional coordinates using the engine rotation speed and the engine torque as parameters. It is an example. It is a flowchart explaining the hybrid drive control operation | movement by the electronic controller of FIG. FIG. 3 is a skeleton diagram illustrating a configuration of a drive device for a hybrid vehicle according to another embodiment of the present invention, corresponding to FIG. 1. FIG. 22 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 hybrid vehicle drive device of FIG. FIG. FIG. 22 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the hybrid vehicle drive device of FIG.

Explanation of symbols

8: Engine 10, 80: Transmission mechanism (transmission state switching type transmission mechanism)
11: Differential part (shift state changing type transmission mechanism)
38: Driving wheel 52: Stepped shift control means 56: Hybrid control means (driving force source selection control means)
60: switching control means 62, 70: stepped shift control map 64, 72: driving force source selection control map 66, 76: switching control map M1: first electric motor (driving force source)
M2: Second electric motor (drive power source)
B0: Switching brake (Differential state switching device)
C0: Switching clutch (differential state switching device)

Claims (8)

A control device for a vehicle drive device that transmits engine output to drive wheels,
A transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a constant gear ratio state;
Switching control for selectively switching the shift state switching type transmission mechanism to either the continuously variable transmission state or the constant gear ratio state based on a vehicle speed, a vehicle load, or an output torque of the vehicle drive device from a predetermined relationship. And a control device for the vehicle drive device. A control device for a vehicle drive device that transmits engine output to drive wheels,
A transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission;
Switching control for selectively switching the shift state switching type shift mechanism to either the continuously variable shift state or the stepped shift state based on a vehicle speed, a vehicle load, or an output torque of the vehicle drive device from a predetermined relationship. And a control device for the vehicle drive device. A control device for a vehicle drive device that transmits engine output to drive wheels,
A transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state and a constant transmission state operable as an electric continuously variable transmission;
The vehicle speed and the vehicle load or the output torque of the vehicle drive device are used as control parameters, the first region in which the shift state switching type transmission mechanism is in the continuously variable transmission state, and the shift state switching type transmission mechanism is in the constant transmission state. And the second region is a defined control map,
Switching control means for selectively switching the shift state change-type transmission mechanism to any one of the continuously variable shift state and the constant shift state based on the control map. apparatus. A control device for a vehicle drive device that transmits engine output to drive wheels,
A transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission;
The vehicle speed and the vehicle load or the output torque of the vehicle drive device are used as control parameters, the first region in which the shift state switching type transmission mechanism is in the continuously variable transmission state, and the shift state switching type transmission mechanism is in the stepped transmission. The second area to be in the state is a defined control map,
Switching control means for selectively switching the shift state switching type transmission mechanism to one of the continuously variable shift state and the stepped shift state based on the control map. Control device. An electric continuously variable transmission having a differential mechanism for distributing engine output to the first motor and the transmission member, and a second motor provided in a power transmission path between the transmission member and the drive wheel A vehicle drive device control device comprising: a functioning continuously variable transmission unit; and a stepped transmission unit that constitutes a part of the power transmission path and functions as a stepped automatic transmission,
A difference provided in the differential mechanism for selectively switching the differential mechanism between a differential state in which the continuously variable transmission portion can be differentiated as an electrical continuously variable transmission and a locked state in which the differential mechanism is non-differential. A dynamic state switching device;
A first control map that is used for shift control of the stepped automatic transmission in which a shift line for switching gears is defined by a predetermined control parameter;
The differential region to be the differential state and the non-differential region to be the non-differential state are defined by the same control parameters as the first control map, and the differential state and non-differential state by the differential state switching device are defined. And a second control map used for switching control with the differential state. Control device for vehicle drive device, comprising: differential mechanism for distributing engine output to first motor and transmission member; and second motor provided in power transmission path between transmission member and drive wheel. Because
A differential state switching device that selectively switches the differential mechanism between a differential state that can be differentiated as an electric continuously variable transmission and a non-differential locked state;
A plurality of regions for determining at least one driving force source for generating a driving force among the engine, the first motor, and the second motor according to a predetermined control parameter are defined according to the determined driving force source, and the driving is performed. A first control map used for force source selection control;
The differential region to be the differential state and the non-differential region to be the non-differential state are defined by the same control parameters as the first control map, and the differential state and non-differential state by the differential state switching device are defined. And a second control map used for switching control with the differential state. Control device for vehicle drive device, comprising: differential mechanism for distributing engine output to first motor and transmission member; and second motor provided in power transmission path between transmission member and drive wheel. Because
A transmission state switching type transmission mechanism capable of switching between a continuously variable transmission state operable as an electric continuously variable transmission and a stepped transmission state operable as a stepped transmission;
A region for determining at least one driving force source for generating a driving force among the engine, the first electric motor, and the second electric motor according to a predetermined control parameter is defined according to the determined driving force source, and the driving force is determined. A first control map used for source selection control;
The stepless speed change region for the stepless speed change state and the stepped speed change region for the stepped speed change state are defined by the same control parameters as the first control map, and the stepless speed change mechanism by the speed change state switching type transmission mechanism. And a second control map used for switching control between the shift state and the stepped shift state.   8. The control device for a vehicle drive device according to claim 5, wherein the control parameter is a vehicle speed and a vehicle load or an output torque of the vehicle drive device.

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